Dual lane multi-axle transport vehicle

ABSTRACT

A dual lane, multi-axle transport vehicle for moving heavy loads includes a forward module mounted on a plurality of axles and a rearward module mounted on a plurality of axles. The forward module is mechanically connected to the rearward module for providing a dual lane transport body. The forward module and the rearward module of the transport body each have a single central spine wherein the axles of both the forward module and the rearward module are each attached to the corresponding single central spine. The axles of both the forward module and the rearward module have an axle spacing of at least six feet. A hydraulic suspension is provided for dynamically stabilizing the axles for reducing axle yaw. An axle steering system having a plurality of steering rods controls the position of the axles of both the forward module and the rearward module.

CROSS REFERENCE TO RELATED APPLICATIONS

This patent application is a continuation of patent application havingSer. No. 13/601,909 filed Aug. 31, 2012 (which will issue as U.S. Pat.No. 8,424,897 on Apr. 23, 2013), which is in turn a continuation of Ser.No. 12/459,578 filed Jul. 3, 2009, now abandoned, which is in turn acontinuation-in-part application of Ser. No. 11/800,361 filed May 5,2007, now abandoned, which is in turn a continuation-in-part applicationof Ser. No. 11/185,417 filed Jul. 20, 2005, now U.S. Pat. No. 7,213,824,which is in turn a continuation of Ser. No. 10/443,550 filed May 22,2003, now U.S. Pat. No. 6,942,232, which in turn claims the filingbenefit under 35 U.S.C. Section 119(e) of U.S. Provisional PatentApplication No. 60/383,554 filed May 24, 2002, each of which isincorporated herein by reference.

BACKGROUND OF THE INVENTION

1. Technical Field

The present invention pertains generally to multi-axle transportvehicles for moving heavy loads, and more particularly to a dual lanemulti-axle transport vehicle.

2. Background Art

Heavy hauling vehicles for moving transformers, cranes, boats,industrial equipment, and other heavy objects are well known in the art.An example of such a vehicle is disclosed in U.S. Pat. No. 4,943,078which discloses a heavy load hauler for traveling on conventionalroadways for moving heavy construction equipment such as cranes or thelike from one work site to another. The hauler includes a front tractordrawn carriage, a rear carriage, and a load unit disposed between andcarried by the carriages. The front carriage is supported upon amultiplicity of independent wheel and axle units. There is a first fifthwheel coupling at the leading end of the front carriage for connectingto the fifth wheel coupling of a tractor. A second fifth wheel couplingis spaced rearwardly on the front carriage.

The load carrying rear carriage is also supported upon a multiplicity ofindependent wheel and axle units. There is a fifth wheel couplingintermediate the leading and trailing ends of the rear carriage. Theload unit has forwardly and rearwardly projecting goosenecks. Eachgooseneck has a fifth wheel coupling. The fifth wheel coupling locatedon the forwardly projecting gooseneck connects to the fifth wheelcoupling on the front carriage. The fifth wheel coupling located on therearwardly projecting gooseneck connects to the fifth wheel coupling onthe rear carriage. The load unit may be either the crane itself or aflatbed upon which the crane is carried. At least some of theindependent wheel and axle units are steerably mounted on theircarriages. Each wheel and axle unit has its wheels supported by ahydraulic suspension. Hydraulic circuitry interconnects all of thesuspensions so as to equally distribute the load among all of the wheelunits. Steering of the independent wheel and axle units is interphasedfor the front and rear carriages by a pair of operatively associatedinterrelated in-line valve cylinder units. FIG. 12A of U.S. Pat. No.4,943,078 shows a valve 718 used in a power steering system which iscoupled to a connecting link 703.

Other heavy hauling vehicles are sold by Goldhofer Fahrzeugwerk G.m.b.H.of Memmingen, Germany; Nicolas of Champs Sur Yonne, France; and Talbertof Rensselaer, Ind. Further, heavy hauling services utilizing heavyhauling vehicles are shown in advertising by Jake's Crane, Rigging &Transport International of Las Vegas, Nev. Traditionally, these heavyhaul transport vehicles of the prior art occupy two lanes of the highwayand move at very slow speeds such as five miles per hour because oflimitations in the equipment. Many of the traditional wide axle heavytransport vehicle systems of the prior art are difficult to control andare virtually impossible to move in the reverse direction. Thesetraditional heavy transport vehicle systems require many manual steeringadjustments during travel that are both difficult to complete andinefficient. Any necessary turns other than minor turns may require thestopping of the transport vehicle and manually turning the wheel axles.Further, variations in the road surface such as dips, holes, and slantsmay break equipment if higher speeds are attempted.

While these traditional heavy transport vehicle systems are designed tomeet the requirements of the Vehicle and Transportation Codes of manystates regarding axle spacing, in general, they have not had either anautomatic steering system or the ability to travel at high speeds. Theheavy transport vehicle systems disclosed by the prior art thatcurrently do have automatic steering have neither the overall width northe axle spacing required for optimum heavy transport in many statessuch as the State of California. In some traditional heavy transportvehicle systems, the movement of a front tow bar causes a correspondingmovement in the front wheels of the front dolly about a pivot. However,the rear wheels of the dollies do not steer. The rear dollies are notconnected to the steering of the front dolly and must be steeredmanually by pushing or pulling on the steering arm link as the vehiclemoves slowly forward. Finally, these traditional heavy transport vehiclesystems must be completely disassembled for transport between joblocations.

Improved systems having a plurality of modules joined by a mechanicallyconnected, load bearing means that form a dual lane transport body,including a single central spine extending through the modules, andhaving an automatic power steering system for controlling the steeringangle of a plurality of axles, an axle steering system for providing allaxle steering at any speed, and a suspension system that respondsrapidly to the varying road conditions imposed by higher speeds wouldgreatly reduce the time and effort to transport a payload.

DISCLOSURE OF THE INVENTION

The present invention is directed to a dual lane multi-axle transportvehicle for moving heavy loads. The transport vehicle is employed totransport extremely heavy loads such as large industrial equipment“on-road” over highways typically during non-peak travel times. Theinventive transport vehicle occupies two adjacent highway lanes whentraveling and typically includes at least a pair of transport modulesthat are mechanically connected by a load bearing means for providing ahigh speed, dual lane transport body. The transport vehicle is capableof carrying a payload on both the load bearing means and on each of thetransport modules. Further, the transport vehicle is capable of speedsup to 35 miles per hour when carrying a full payload. Such speedsimprove the utility of the transport vehicle.

In accordance with a preferred embodiment of the invention, the duallane, multi-axle transport vehicle of the present invention includes aforward module pulled by a forward prime mover with a draw bar and arearward module pushed by a pair of rearward prime movers with driverpush rods. The forward module is mounted on a plurality of axles whilethe rearward module is also mounted on a plurality of axles, each toenable movement of the respective module. In accordance with thepreferred embodiment of the present invention, the axles are arranged orconfigured as dollies in sets of two, that is, two axles per dolly.However, it should be understood that the present invention is notintended to be limited to this axle configuration. The forward module ismechanically connected to the rearward module to provide the high speed,dual lane transport body. In a preferred embodiment, the means forconnecting the forward module to the rearward module is a transportframe having a pair of transport carrying beams associated therewith.The transport frame comprised of the pair of transport carrying beams isutilized to carry the payload from a starting location to a destination.

The forward module and the rearward module of the high speed, dual lanetransport body each include a single central spine. Consequently, thetransport vehicle includes a single central spine of the forward moduleand a separate single central spine of the rearward module, eachfunctioning as a backbone of the respective module of the transportvehicle. Each of the forward dollies associated with the forward modulecan be removably attached to the single central spine of the forwardmodule. Likewise, each of the rearward dollies associated with therearward module can also be removably attached to the single centralspine of the rearward module. The axles associated with the forwarddollies and the axles associated with the rearward dollies can beremovably connected to the respective single central spine of theforward module and the rearward module by a connector to facilitateready disassembly. The width of the transport vehicle can be modified byutilizing connectors of varying widths to accommodate road conditionsand/or government regulations.

Furthermore, both the forward dollies and the rearward dollies eachinclude a plurality of axles wherein the axle spacing between parallelaxles of the same dolly is at least six feet, and more particularly ninefeet to carry the maximum load permitted by the state highwaytransportation regulatory agency. In particular, in the State ofCalifornia, the state highway transportation regulatory agency is knownas the California Department of Transportation or CalTrans. A hydraulicsuspension system is also employed for dynamically stabilizing thetransport vehicle. Finally, an axle steering system is included thatcomprises a plurality of steering rods for controlling the position ofthe axles of the forward dollies and the rearward dollies duringmovement of the transport vehicle.

The multi-axle transport vehicle further includes an automatic powersteering system positioned within the forward module for steering theforward module of the transport vehicle. The automatic power steeringsystem includes a variable length strut which cooperates with a powersteering valve that functions as a hydraulic control unit. The length ofthe variable length strut changes as a function of the draw barposition. This length variation is mechanically coupled to the powersteering valve which, in turn, controls the hydraulics of the automaticpower steering system and also the position of a pair of front hydrauliccylinders and a pair of rear hydraulic cylinders of the forward module.The front hydraulic cylinders control the position of a pair of forwardV-shaped steering rods via a forward steering crank. The forwardV-shaped steering rods function to control the position of the frontaxles of the forward module. The rear hydraulic cylinders control theposition of a pair of rearward V-shaped steering rods via a rearwardsteering crank. The rearward V-shaped steering rods function to controlthe position of the rear axles of the forward module which are alwaysopposite to the position of the front axles of the forward module duringa turning maneuver. The axle steering rods of the axle steering systemthen cooperate with the forward V-shaped steering rods for controllingthe position of the remaining axles of the forward module. The axles ofthe rearward module are controlled in a similar manner by an operatorcontrolled steering wheel located in a steering cab. Mechanical steeringof the transport vehicle continues to be permitted even in the event offailure of the automatic power steering system without placingmechanical stress upon the power steering valve.

The hydraulic suspension system of the transport vehicle serves todynamically stabilize the axles of the dual lane transport body andtends to resist axle yaw. The suspension system for the multi-axletransport vehicle is utilized to move heavy loads and includes two fluidactivated cylinders and two spaced apart arms for each wheel and axleset. The hydraulic suspension system thus enables the transport vehicleto be raised and lowered with respect to the roadway. The suspensionsystem mechanically stabilizes the axles with respect to the transportvehicle thereby reducing axle yaw. Axle yaw is typically characterizedby the intermittent vibration of the respective wheel and axle settypically caused by the deterioration of the road surface. Consequently,reducing axle yaw facilitates higher transport speeds.

The structure of the suspension system is connected to the axle of eachwheel and axle set by an axle linkage member which is connected to thetwo spaced-apart arms at four different pivotal or attachment locations.This four-point connection stabilizes the axle linkage member andsubstantially reduces any tendency of the axle to yaw when exposed toroad induced forces. It is important to note that the suspension systememploys the two fluid activated cylinders rather than the conventionalsingle cylinder. This feature allows the use of smaller diameter fluidactivated cylinders for a given system pressure. The cylinders aremounted on the outside of the suspension system for ease of maintenance.In accordance with an aspect of the invention, when the transportvehicle is traveling on a roadway, the connection of a first attachmentstation to a third attachment station, the connection of a secondattachment station to a fourth attachment station, and the connection ofthe two fluid activated cylinders between the structure of thesuspension system and the axle linkage member combine to reduce yaw ofthe axle.

The present invention is generally directed to a dual lane, multi-axletransport vehicle for use in moving heavy loads including a forwardmodule mounted on a plurality of axles and a rearward module mounted ona plurality of axles. The forward module is mechanically connected tothe rearward module for providing a dual lane transport body. Theforward module and the rearward module of the transport body each have asingle central spine wherein each of the axles of the forward module andeach of the axles of the rearward module are respectively attached tothe corresponding single central spine. The axles of the forward moduleand the axles of the rearward module have an axle spacing of at leastsix feet. A hydraulic suspension is provided for dynamically stabilizingthe axles for reducing axle yaw. An axle steering system having aplurality of steering rods controls the position of the axles of theforward module and the axles of the rearward module.

An additional aspect of the dual lane, multi-axle transport vehicle formoving heavy loads of the present invention includes a self-steeringcaster suspension system. The caster suspension system is utilized formoving ultra heavy loads and also includes the two fluid activatedcylinders and the two spaced apart arms for each wheel and axle set ofeach dolly. The caster suspension system allows the transport vehicle tobe raised and lowered with respect to the roadway. The caster suspensionsystem also mechanically stabilizes the axles with respect to thetransport vehicle thereby reducing the axle yaw and allowing for highertransport speeds. As the transport vehicle moves, the suspension systemcasters into alignment with the direction of travel of the transportvehicle. The caster suspension system includes a structure pivotableabout a first axis where the structure has a first attachment stationspaced apart from a second attachment station. An axle is disposed alonga second axis perpendicular to the first axis. The second axis is spacedfrom the first axis by an amount sufficient to cause the axle and thesecond axis to caster about the first axis and move into alignment withthe direction of travel of the transport vehicle when the transportvehicle is moved. An axle linkage member has a third attachment stationspaced apart from a fourth attachment station. The third attachmentstation of the axle linkage member is pivotally connected to the firstattachment station of the structure. The fourth attachment station ofthe axle linkage member is pivotally connected to the second attachmentstation of the structure. The axle linkage member is pivotable about athird axis which is parallel to the second axis. Finally, the axle ispivotally connected to the axle linkage member, and the axle ispivotable about a fourth axis perpendicular to the first, second andthird axes.

These and other objects and advantages of the present invention willbecome apparent from the following more detailed description, taken inconjunction with the accompanying drawings which illustrate, by way ofexample, the principles of the invention.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a left side perspective view of a dual lane, multi-axletransport vehicle of the present invention showing forward and rearwardprime movers, forward and rearward modules and a transport framepositioned there between for transporting heavy loads.

FIG. 2 is a top plan view of the forward prime mover and the forwardmodule of the transport vehicle of FIG. 1 showing the forward dolliesremovably attached to the single central spine of said forward moduleand a system for steering.

FIG. 3 is an enlarged view of circled area 3 of FIG. 2 of the transportvehicle of FIG. 1 showing a draw bar and the system for controlling thesteering of the forward module.

FIG. 4 is an enlarged view of circled area 4 of FIG. 3 of the transportvehicle of FIG. 1 showing the hydraulic system that controls thesteering of the forward module.

FIG. 5 is a top plan view of the forward prime mover and the forwardmodule of the transport vehicle of FIG. 1 turning in the left directionand showing the positions of a plurality of steering rods.

FIG. 6 is an enlarged view of circled area 6 of FIG. 5 of the transportvehicle of FIG. 1 showing the position of steering rods and dollies ofthe forward module during a left turn.

FIG. 7 is an enlarged view of a power steering valve positioned across avariable length strut utilized for steering the transport vehicle inaccordance with the present invention.

FIG. 8 is a perspective view of the forward prime mover showing a drawbar utilized to tow the transport vehicle shown in FIG. 1 of the presentinvention.

FIG. 9 is a perspective view of the draw bar connected to the forwardmodule of the transport vehicle of FIG. 1 and showing the power steeringvalve and variable length strut of an automatic power steering unit.

FIG. 10 is a fragmentary perspective view of the forward module of FIG.1 showing the draw bar, the components of the automatic power steeringunit and the single central spine of the forward module.

FIG. 11 is a perspective view showing the structure of the automaticpower steering unit of the forward module of the transport vehicle ofFIG. 1 including a pair of push-pull pistons and a pair of V-shapedsteering rods.

FIG. 12 is a perspective view of the rear portion of the forward moduleof the transport vehicle of FIG. 1 showing a forward main turn tablemounted on the single central spine of the forward module for pointloading.

FIG. 13 is an alternative perspective view of the rear portion of theforward module of the transport vehicle of FIG. 1 showing the forwardmain turn table mounted on the single central spine of the forwardmodule for point loading.

FIG. 14 is a side perspective view of the forward module of thetransport vehicle of FIG. 1 showing the hydraulic axle suspension systemand the side steering rods of the present invention.

FIG. 15 is a perspective view of the rear portion of the forward moduleof the transport vehicle of FIG. 1 showing additional structure of theautomatic power steering unit including a pair of push-pull pistons anda pair of V-shaped steering rods.

FIG. 16 is a perspective view of a hydraulic control station located onthe forward module of the transport vehicle of FIG. 1.

FIG. 17 is a front elevation view of a hydraulic axle suspension systemof the transport vehicle of FIG. 1 in accordance with the presentinvention.

FIG. 18 is a side elevation view of the hydraulic axle suspension systemof FIG. 1 of the present invention.

FIG. 19 is a rear elevation view of the hydraulic axle suspension systemof FIG. 1 of the present invention.

FIG. 20 is a front elevation view of the hydraulic axle suspensionsystem of FIG. 1 with an axle rotated in a clockwise direction.

FIG. 21 is a front elevation view of the hydraulic axle suspensionsystem of FIG. 1 with the axle rotated in a counter-clockwise direction.

FIG. 22A is a side elevation view of the hydraulic axle suspensionsystem of FIG. 1 in a fully retracted position.

FIG. 22B is a side elevation view of the hydraulic axle suspensionsystem of FIG. 1 in a mid-stroke position.

FIG. 22C is a side elevation view of the hydraulic axle suspensionsystem of FIG. 1 in a fully extended position.

FIG. 23 is a side elevation view of the hydraulic axle suspension systemof FIG. 1 when the tires encounter a pothole.

FIG. 24 is a side elevation view of the hydraulic axle suspension systemof FIG. 1 when the tires encounter a bump.

FIG. 25 is a simplified bottom plan view of the axle linkage member ofthe hydraulic axle suspension system of FIG. 1.

FIG. 26 is a front elevation view of a modified hydraulic axlesuspension system of the transport vehicle of FIG. 1 incorporating across bar positioned over the pair of arms or knees for providingadditional structure support.

FIG. 27 is a side elevation view of a caster embodiment the hydraulicaxle suspension system of FIG. 1.

FIG. 28 is a partial perspective view of the transport frame of thetransport vehicle of FIG. 1 showing a pair of transport carrying beamsthat comprise the load bearing section.

FIG. 29 is another partial perspective view of the transport frame ofFIG. 1 showing cylindrical support stanchions, support beams andsuspension rods used in securing a payload to the transport carryingbeams.

FIG. 30 is a perspective view of a forward section of the transportframe of the transport vehicle of FIG. 1 showing the pair of thetransport carrying beams.

FIG. 31 is a perspective view of a rearward section of the transportframe of the transport vehicle of FIG. 1 showing the pair of thetransport carrying beams.

FIG. 32 is a top plan view of the transport frame of FIG. 1 showing apair of support beams for supporting a payload, a plurality ofcylindrical stanchions for positioning the transport carrying beams tosupport the weight of the payload, and the separation point of the pairof transport carrying beams.

FIG. 33 is a perspective view of the rearward section of the transportframe of FIG. 1 showing a rearward main turn table mounted on the singlecentral spine of the rearward module for point loading.

FIG. 34 is a rear perspective view of twin steering cabs mounted on therearward main turn table of the transport vehicle of FIG. 1 forcontrolling and steering the rearward module.

FIG. 35 is a perspective view of the rearward prime movers includingdriver push rods employed to drive the transport vehicle of FIG. 1.

FIG. 36 is a simplified fragmented top plan view of a set of dolliesremovably attached with connectors to one of the single central spinesof the transport vehicle of FIG. 1.

FIG. 37 is an enlarged top plan view of area 37 of FIG. 6 of theconnector positioned between the dolly and the single central spine ofthe transport vehicle of FIG. 1.

FIG. 38 is an enlarged side elevation view of the connector shown inFIG. 37 illustrating four attachment pins for securing the connector tothe dolly and the single central spine of FIG. 1.

DETAILED DESCRIPTION OF THE INVENTION

The present invention is directed to a dual lane multi-axle transportvehicle 100 for moving heavy loads such as large industrial equipmentweighing hundreds of thousands of pounds. The heavy loads are moved“on-road” over public highways typically during non-peak travel timesand often with a police escort. The inventive multi-axle transportvehicle 100 occupies two adjacent highway lanes during the movingoperation and typically includes at least a pair of transport modulesincluding a forward module 102 and a rearward module 104 that aremechanically connected by a load bearing means 106 for providing aunitary constructed, high speed, dual lane transport body 108. Thetransport vehicle 100 is capable of carrying a payload 110 on both theload bearing means 106 and on each of the transport modules 102 and 104as shown in FIG. 1. Further, the transport vehicle 100 is capable ofhighway speeds of thirty-five miles per hour when carrying the payload110.

The following paragraphs set out an overview of the dual lane,multi-axle transport vehicle 100 as shown in FIG. 1. Subsequentparagraphs disclose the individual subsystems shown in FIGS. 2-38 of thepresent invention in greater detail. Some general definitions of termsas used in this disclosure include the following. The term “off-road”refers to a transport vehicle of the prior art that is not operated onhighways and in which the total vehicle weight limit is not regulated bythe state. The weight limit is determined by the physical capability ofthe “off road” vehicle. The term “on-road” indicates that the transportvehicle is authorized to travel on highways and over bridges of thestate and that the weight limit is regulated. The weight limit istypically determined by the number and spacing of the axles of thetransport vehicle. The term “high speed” as used herein means that thetransport vehicle is capable of traveling speeds of 35 miles per hourwhen carrying a full payload 110 (and capable of traveling at evenhigher speeds when not carrying the payload 110). The term “dual lane”vehicle is defined as a transport vehicle that exhibits a widthsufficient to occupy two adjacent highway lanes, wherein the transportvehicle is typically within the range of 18′-to-20′. The term“multi-axle” vehicle refers to a vehicle having multiple parallel rowsof axles. In the present embodiment, the axle spacing between parallelaxles is 9′ 0″, and the overall length of each axle from the outer wheelon one end of the axle to the outer wheel on the opposite end of thesame axle is 7′ 0″. It is further noted that the term “lightweight” asit relates to the transport vehicle 100 is intended to convey that thecomponents are generally designed to reduce the overall weight of thetransport vehicle. This objective is accomplished by (1) using lesssteel construction material in the fabrication process by eliminatingthe box frame structure used in the prior art, and (2) ensuring thatmost structural components of the transport vehicle 100 are, in general,fabricated from a lighter weight material than is typically used bytransport fabricators of the prior art.

In accordance with a preferred embodiment of the present invention asillustrated in FIG. 1, the forward module 102 of the dual lane,multi-axle transport vehicle 100 is pulled by a forward prime mover 112via a draw bar 114 (see FIG. 8). Likewise, the rearward module 104 ispushed by a pair of rearward prime movers 116 by utilizing a pair ofdriver push rods 118 (see FIG. 35). The forward module 102 is mounted ona plurality of axles 136 while the rearward module 104 is also mountedon a plurality of axles 136. In accordance with the preferred embodimentof the present invention, the axles 136 are arranged or configured insets of two as forward dollies 120 and rearward dollies 122. That is,there are two axles 136 per forward dolly 120 and there are two axles136 per rearward dolly 122. In effect, in the preferred embodiment, eachof the forward dollies 120 is comprised of two axles 136 and each of therearward dollies 122 is comprised of two axles 136 as shown in FIG. 1.However, it should be understood that the present invention is notintended to be limited to any particular axle configuration. Each of theforward dollies 120 and the rearward dollies 122 enable the movement ofthe forward module 102 and the rearward module 104, respectively, as isclearly shown in FIG. 1.

The forward module 102 is mechanically connected to the rearward module104 to provide unitary construction to the high speed, dual lanetransport body 108. In the preferred embodiment, the mechanical meansfor connecting the forward module 102 to the rearward module 104 is atransport frame 124 (see FIG. 1) having a pair of transport carryingbeams 126 associated therewith (see FIGS. 30, 31 and 32). The transportframe 124 comprised of the pair of transport carrying beams 126 isemployed to carry the payload 110 from a starting location to adestination, such as from one work site to another. It is noted that theload carrying means 106 can include transport components other than thetransport frame 124 utilized in the unitary constructed, dual lanetransport body 108 of the present invention. For example, the loadcarrying means 106 could include a flat bed section (not shown) incombination with a connection means such as a conventional gooseneckapparatus (not shown) employed to carry the payload 110.

One of the novel features of the present invention is that the forwardmodule 102 and the rearward module 104 of the high speed, dual lanetransport body 108 shown in FIG. 1 each include a single central spine.Consequently, the multi-axle transport vehicle 100 includes a firstsingle central spine 130 of the forward module 102 and a second singlecentral spine 132 of the rearward module 104. Each of the first singlecentral spine 130 and the second single central spine 132 function as abackbone of the respective module of the transport vehicle 100.Additionally, each of the forward dollies 120 associated with theforward module 102 can be removably attached to the first single centralspine 130 of the forward module 102. Likewise, each of the rearwarddollies 122 associated with the rearward module 104 can also beremovably attached to the and single central spine 132 of the rearwardmodule 104. In particular, the axles 136 of the forward dollies 120 andthe axles 136 of the rearward dollies 122 can be removably connected tothe respective single central spines, specifically, the first singlecentral spine 130 of the forward module 102 and the second singlecentral spine 132 of the rearward module 104, by a connector 134. Thisconnector 134 facilitates ready disassembly of the particular dolly fromthe respective single central spine as shown in FIG. 36. The overallwidth of the multi-axle transport vehicle 100 can be modified by usingconnectors 134 of varying widths (see FIG. 37) to accommodate roadconditions and/or government regulations.

Furthermore, both the forward dollies 120 and the rearward dollies 122are each comprised of the plurality of axles 136 (see FIGS. 2, 10 and17) wherein the axle spacing between parallel axles of the same dolly isat least six feet, and more particularly nine feet to carry the maximumweight load on the highway surface permitted by the state highwaytransportation regulatory agency. In the State of California, the statehighway transportation regulatory agency is the California Department ofTransportation or “CalTrans”. A hydraulic suspension system 138 is alsoemployed for dynamically stabilizing the transport vehicle 100 as shownin FIGS. 17-25. Additionally, an axle steering system 140 shown in FIGS.2, 5 and 6 is included that comprises a plurality of axle steering rods142 for controlling the position of the axles 136 comprising the forwarddollies 120 and the rearward dollies 122 during movement of thetransport vehicle 100.

The multi-axle transport vehicle 100 further includes an automatic powersteering system 144 positioned within the forward module 102 forsteering the forward module 102 of the transport vehicle 100 as shown inFIGS. 3, 4, and 9-11. In general, the automatic power steering system144 includes a variable length strut 146 which cooperates with a powersteering valve 148 that functions as a hydraulic control unit. Thelength of the variable length strut 146 changes as a function of theposition of the draw bar 114. This length variation is mechanicallycoupled to the power steering valve 148 which, in turn, controls thehydraulics of the automatic power steering system 144 and also theposition of a pair of front hydraulic cylinders 150 and a pair of rearhydraulic cylinders 152 of the forward module 102. The front hydrauliccylinders 150 control the position of a pair of forward V-shapedsteering rods 154 via a forward steering crank 156. The forward V-shapedsteering rods 154 function to control the position of the front axles157 (of the plurality of axles 136) of the forward module 102. The rearhydraulic cylinders 152 control the position of a pair of rearwardV-shaped steering rods 158 via a rearward steering crank 160. Therearward V-shaped steering rods 158 function to control the position ofthe rear axles 162 (of the plurality of axles 136) of the forward module102. It is noted that the rear axles 162 of the forward module 102 arealways opposed to the position of the front axles 157 of the forwardmodule 102 during a turning maneuver as shown in FIG. 5. The axlesteering rods 142 of the axle steering system 140 then cooperate withthe forward V-shaped steering rods 154 for controlling the position ofthe remaining axles 136 of the forward module 102. The axles 136 of therearward module 104 are controlled in a similar manner by an operatorcontrolled steering wheel 164 located in a steering cab 166 as shown inFIG. 33. Mechanical steering of the transport vehicle 100 continues tobe permitted even in the event of failure of the automatic powersteering system 144 without placing mechanical stress upon the powersteering valve 148.

The hydraulic suspension system 138 of the multi-axle transport vehicle100 serves to dynamically stabilize the axles 136 of conventional wheelsets of the high speed, dual lane transport body 108 and tends to resistaxle yaw. The hydraulic suspension system 138 for the multi-axletransport vehicle 100 is utilized to move heavy loads and includes atleast one fluid activated cylinder and a first spaced apart arm 171 anda second spaced apart arm 172 for each wheel and axle set of both theforward dollies 120 and the rearward dollies 122. In a preferredembodiment, there is a first fluid activated cylinder 169 and a secondfluid activated cylinder 170. The first fluid activated cylinder 169 andthe second fluid activated cylinder 170 are each spaced outboard of thefirst spaced apart arm 171 and the second spaced apart arm 172,respectively, as shown in FIG. 17. The hydraulic suspension system 138thus enables the transport vehicle 100 to be raised and lowered withrespect to the roadway. The suspension system 138 mechanicallystabilizes the axles 136 with respect to the transport vehicle 100thereby reducing axle yaw. Axle yaw is typically characterized by theintermittent vibration of the respective wheel and axle sets of a dollytypically caused by the deterioration of the road surface. Consequently,reducing axle yaw tends to facilitate higher speeds of the transportvehicle 100.

The structure 168 of the hydraulic suspension system 138 is connected tothe axle 136 of each wheel and axle set of each of the forward dollies120 and rearward dollies 122 by an axle linkage member 174. The axlelinkage member 174 is connected to the first spaced apart arm 171 andthe second spaced apart arm 172 at four different pivotal or attachmentlocations. This four point connection stabilizes the axle linkage member174 and substantially reduces any tendency of the axle 136 to yaw whenexposed to road induced forces. It is important to note that thesuspension system 138 normally employs the first fluid activatedcylinder 169 and the second fluid activated cylinder 170 rather than theconventional single fluid activated cylinder. This feature allows theuse of smaller diameter fluid activated cylinders 169, 170 for a givenpressure of the hydraulic suspension system 138. The first fluidactivated cylinder 169 and the second fluid activated cylinder 170 arerespectively mounted outboard of the first spaced apart arm 171 and thesecond spaced apart arm 172 as shown in FIG. 17 for ease of maintenance.

In accordance with an aspect of the invention, when the transportvehicle 100 is traveling on a roadway 248, (1) the connection of a firstattachment station 176 to a third attachment station 178, (2) theconnection of a second attachment station 180 to a fourth attachmentstation 182, and (3) the connection of the first fluid activatedcylinder 169 and second fluid activated cylinder 170 between thestructure 168 of the suspension system 138 and the axle linkage member174, combine to reduce yaw of the axle 136. The use of the first spacedapart arm 171 with the second spaced apart arm 172 to form what isreferred to as a “double knee” construction in combination with thefirst fluid activated cylinder 169 and the second fluid activatedcylinder 170 is required when used with an axle 136 having a length of7′ 0″ in order to maintain stability and minimize axle yaw.

An additional aspect of the dual lane, multi-axle transport vehicle 100of the present invention for moving ultra heavy loads includes aself-steering caster suspension system 186 as shown in FIGS. 1 and 27.The self-steering caster suspension system 186 is utilized inconjunction with the hydraulic suspension system 38 when the payload 110is extremely heavy. The self-steering caster suspension system 186 alsoincludes the first fluid activated cylinder 169 and the second fluidactivated cylinder 170, and the first spaced apart arm 171 and thesecond spaced apart arm 172, respectively, for each wheel and axle setof each forward dolly 120 and each rearward dolly 122 (as previouslydescribed for the suspension system 138 and shown in FIGS. 17-25). Thefirst fluid activated cylinder 169 and second fluid activated cylinder170, and the first spaced apart arm 171 and second spaced apart arm 172also allow the transport vehicle 100 to be raised and lowered withrespect to the roadway. The caster suspension system 186 alsomechanically stabilizes the plurality of axles 136 with respect to thetransport vehicle 100 thereby reducing the axle yaw and allowing forhigher speeds of the transport vehicle 100. As the transport vehicle 100moves, the self-steering caster suspension system 186 casters intoalignment with the direction of travel of the transport vehicle 100.

A more detailed description of the subsystems of the dual lane,multi-axle transport vehicle 100 will now be presented making specificreference to the accompanying drawing FIGS. 1-38.

The automatic power steering system 144 is employed to steer themulti-axle transport vehicle 100 of the present invention andparticularly the forward module 102. The automatic power steering system144 of the transport vehicle 100 is shown in FIGS. 2-11 and 15. A topplan view of the forward module 102 (also known as the front haulingcarriage) is shown in FIG. 2 while FIG. 3 illustrates one of the forwarddollies 120 a within the forward module 102. FIG. 3 is an enlarged viewof area 3 of FIG. 2. Note that the forward module 102 includes forwarddollies 120 a, 120 b and 120 c as shown in FIGS. 2 and 5. The automaticpower steering system 144 includes the rotatable draw bar 114 which isconnected to the forward prime mover 112 such as a towing vehicle (shownbest in FIG. 8) and the forward dolly 120 a shown in FIGS. 3, 9 and 10.Each of the forward dollies 120 of the forward module 102 comprises afront axle 157 of the plurality of axles 136 having a set of wheels 190shown in FIGS. 3 and 10. In the embodiment shown, there are both rightand left forward dollies 120 on opposite sides of the first singlecentral spine 130 located in the forward module 102. The pair of forwardhydraulic cylinders 150 of the forward module 102 shown in FIGS. 3, 4,10 and 11 are mechanically connected by the forward steering crank 156and the pair of forward V-shaped steering rods 154 to the forward dolly120 a. FIG. 4 is an enlarged view of area 4 of FIG. 3 showing the pairof front hydraulic cylinders 150, forward steering crank 156, and thepair of forward V-shaped steering rods 154. It is noted that the forwardsteering crank 156 pivots about a pivot point 151.

The pair of front hydraulic cylinders 150 include corresponding pistonrods 153 shown in FIG. 4 which are driven back and forth by hydraulicpressure exerted upon a piston (not shown). A pair of front limitingblocks 155 is provided with one front limiting block 155 mounted uponeach of the piston rods 153 as shown in FIG. 11. The front limitingblocks 155 mounted on the piston rods 153 in forward dolly 120 acooperate with the corresponding front hydraulic cylinders 150 to limitthe travel and turning radius of each set of wheels 190 of the forwardmodule 102 to approximately 33-degrees as shown in FIGS. 10-11. Thisdesign serves to promote smooth turning of the forward module 102 asshown in FIG. 5.

The pair of front hydraulic cylinders 150 are connected in a push-pullrelationship as shown in FIGS. 4 and 6. The variable length strut 146 isconnected between the draw bar 114 and the forward dolly 120 a of theforward module 102 as shown in FIGS. 3 and 6 but shown best in FIG. 10.In the embodiment shown in FIGS. 3 and 6, the variable length strut 146is connected to the left forward dolly 120 a (left side of the firstsingle central spine 130). However, it will be appreciated that thevariable length strut 146 could alternatively be connected to the rightforward dolly 120 a (right side of the first single central spine 130).The variable length strut 146 includes a first section 192 and a secondsection 194 as shown in FIG. 7. The first section 192 and the secondsection 194 of the variable length strut 146 are longitudinally movablewith respect to one another at a telescopic joint 145. In a preferredembodiment of the invention, the first section 192 and the secondsection 194 longitudinally move apart a total distance of approximately0.13″ as the variable length strut 146 contracts and expands at thetelescopic joint 145.

The hydraulic power steering valve 148 shown in FIG. 3 but shown best inFIGS. 7 and 9 is coupled along with the variable length strut 146.Hydraulic steering valve 148 has a first end 196 and a second end 198 asis clearly shown in FIG. 7 and is of the type available from GarrisonManufacturing of Santa Ana, Calif. The first end 196 of the powersteering valve 148 is connected to the first section 192 of the variablelength strut 146 while the second end 198 of the power steering valve148 is connected to the second section 194 of the variable length strut146. That is to say, the power steering valve 148 is attached byparallel connection across the telescopic joint 145 of the variablelength strut 146. Because of this connection, as section 192 and section194 longitudinally move with respect to one another, their relativeposition is directly coupled to the power steering valve 148. As shownin FIG. 7, the power steering valve 148 is hydraulically connected byhydraulic lines 200 to the pair of front hydraulic cylinders 150 and toa hydraulic pump (not shown) and a hydraulic fluid reservoir (notshown). The hydraulic pump (not shown) and the hydraulic fluid reservoir(not shown) are located in a forward equipment section 202 of thetransport frame 124 as shown in FIGS. 12 and 13.

When the draw bar 114 is rotated such as when the forward prime move 112(towing vehicle) turns as is illustrated in FIGS. 5 and 6, the firstsection 192 and the second section 194 of the variable length strut 146longitudinally move with respect to one another. The relativelongitudinal motion of the first section 192 and the second section 194causes the power steering valve 148 to assume a hydraulic switchingstate. That switching state can be one of (1) a left state which causesthe front wheels 190 of the forward dolly 120 a to turn (move) in a leftdirection, (2) a right state which causes the front wheels 190 of theforward dolly 120 a to turn in a right direction, or (3) a neutral statewhich causes turning motion to cease but leaves the wheels 190 pointingin the last ordered direction. The hydraulic switching state iscommunicated to the pair of front hydraulic cylinders 150 which in turn,via forward steering crank 156 and the pair of forward V-shaped steeringrods 154, cause the front axles 157 (of the plurality of axles 136) andthe set of wheels 190 comprising the forward dollies 120 to turn in theleft direction (as shown in FIGS. 5 and 6), or alternately, in the rightdirection. When the rotation of the draw bar 114 is stopped, the powersteering valve 148 assumes the neutral hydraulic switching state whereinfurther turning in the left direction or the right direction ceases.That is, the front axle 157 (of the plurality of axles 136) and the setof wheels 190 of the forward dollies 120 stop turning, that is, stoprotationally moving. However, the front axles 157 and set of wheels 190remain in the turned configuration.

Referring to FIG. 1 and also to FIGS. 2 and 5, it is clearly shown thatthere are three forward dollies 120 a, 120 b and 120 c in the forwardmodule 102. The forward dollies 120 b and 120 c shown in FIGS. 2 and 5are each mechanically linked to the forward dolly 120 a via the axlesteering system 140. This mechanical linkage of the axle steering system140 is accomplished by a plurality of axle steering rods 142 as isclearly shown in FIGS. 1, 2, 10, and 15. The plurality of axles 136 areinterconnected by the axle steering rods 142. The axle steering rods 142comprise a plurality of side steering rods 142 positioned at or belowthe height of both the first single central spine 130 of the forwardmodule 102 and the second single central spine 132 of the rearwardmodule 104. This design enables the top surface of the forward module102 and the rearward module 104 to carry a load separate from the loadsupported by the carrying beams 126 of the transport frame 124 as shownin FIGS. 10, 12, 13 and 14. The interconnected axle steering system 140is actuated by the draw bar 114, the variable length strut 146, and thepower steering valve 148. The hydraulic fluid is directed to the pair offront hydraulic cylinders 150 where the push-pull action of the fronthydraulic cylinders 150 operates the pair of forward V-shaped steeringrods 154.

The forward V-shaped steering rods 154 function to control the pluralityof axle steering rods 142. The side axle steering rods 142 serve totransmit the turning force from the pair of forward V-shaped steeringrods 154 to the forward dolly 120 a. The axle steering system 140 is aclosed system in which all the side steering rods 142 are tied togetherin a loop so that when the draw bar 114 is operated, all components inthe closed loop are actuated. The variable length strut 146 is connectedto the left forward dolly 120 a (left side of the first single centralspine 130) atop the structure 168 adjacent to the forward V-shapedsteering rod 154 and the side axle steering rod 142 as shown in FIG. 10.Consequently, the motion of the draw bar 114, variable length strut 146and the forward V-shaped steering rod 154 control the motion of the sideaxle steering rod 142. The motion imparted to the side axle steeringrods 142 of the axle steering system 140 in the forward dolly 120 a isthen transmitted to the axle steering rods 142 of the forward dollies120 b and 120 c as shown in FIGS. 2 and 5. This transfer of motion ismade possible by the connection of the axle steering rods 142 of theforward dolly 120 a to the axle steering rods 142 of forward dollies 120b and 120 c as is illustrated, for example, in FIGS. 10, 12 and 14. Itis noted that the side axle steering rods 142 are present in the axlesteering system 140 but do not exist in the caster suspension system 186described herein below in FIGS. 1 and 27.

Additionally, the forward dolly 120 c of the forward module 102 shown inFIGS. 2 and 5 includes the pair of rear hydraulic cylinders 152 as isclearly shown in FIG. 15. The pair of rear hydraulic cylinders 152 arealso arranged in a push-pull relationship, and are mechanicallyconnected to the forward dolly 120 c of the forward module 102 via therearward steering crank 160 and the pair of rearward V-shaped steeringrods 158 as shown in FIG. 15. The power steering valve 148 located inforward dolly 120 a is also hydraulically connected to the pair of rearhydraulic cylinders 152 located in forward dolly 120 c. A pair of rearlimiting blocks 159 is provided with one rear limiting block 159 mountedupon each of the piston rods 153 as shown in FIG. 15. The rear limitingblocks 159 mounted on the piston rods 153 in forward dolly 120 ccooperate with the corresponding rear hydraulic cylinders 152 to limitthe travel and turning radius of each set of wheels 190 of the forwardmodule 102 to an appropriate angle to promote smooth turning of theforward module 102 as shown in FIG. 5.

In particular, the variable length strut 146 and the power steeringvalve 148 which are activated by the draw bar 114 control both the pairof front hydraulic cylinders 150 and the pair of rear hydrauliccylinders 152 of the forward module 102. Note, the pair of rearhydraulic cylinders 152 always operate in a direction opposite to thedirection of the pair of front hydraulic cylinders 150 in the samemodule. The hydraulic system of the present invention is a closed systemwherein if the forward dolly 120 a moves in a left direction, then theforward dolly 120 c moves in a right direction. Consequently, when thepair of front hydraulic cylinders 150 of the forward module 102 move ina first sequential direction, the pair of rear hydraulic cylinders 152of the forward module 102 move in an opposite sequential direction. Thisaction is caused by the connections of the axle steering rods 142positioned along the sides of the plurality of forward dollies 120.According to design, each of the axle steering rods 142 are connectedtogether in a loop as is shown in FIGS. 1-3. Consequently, each of theaxles 157 of the forward dolly 120 a are connected in a loop to theaxles 162 of the rearward dolly 120 c of the forward module 102. Thesame design applies to the rearward module 104. Because all of the axlesin the forward module 102 are connected together with steering rods 142,the transport vehicle 100 is (1) capable of traveling up to high speedsof thirty-five miles per hour in a loaded state (e.g., when carrying thepayload 110), and at higher speeds in an unloaded state (e.g., when notcarrying a payload 110), and (2) the transport vehicle 100 can be movedin the reverse direction for traveling backwards (which was not possiblein prior art transport trailers). The unitary construction of the duallane transport body 108 facilitates maneuvering the transport vehicle100 in the reverse direction.

It is also noted that the pair of front hydraulic cylinders 150 and thepair of rear hydraulic cylinders 152 of the rearward module 104 operatein the same manner as those of the forward module 102. Instead of usinga draw bar as in the forward module 102, the steering wheel 164 locatedin the steering cab 166 as shown in FIG. 33 is utilized to control theset of wheels 190 and axles 136 comprising the rearward dollies 122 a,122 b, 122 c of the rear module 104 shown in FIG. 1. It is emphasizedthat the forward module 102 and the rearward module 104 each includeidentical automatic power steering systems 144 and identical axlesteering systems 140. Thus, the rearward module 104 includes the samehardware as the forward module 102 including the pair of front hydrauliccylinders 150, pair of forward V-shaped steering rods 154, pair of frontlimiting blocks 155, forward steering crank 156, and the pair of rearhydraulic cylinders 152, pair of rearward V-shaped steering rods 158,pair of rear limiting blocks 159, and the rearward steering crank 160.These components are shown in FIGS. 1, 10, and 11 for the plurality offorward dollies 120 a, 120 b, 120 c and apply equally to the pluralityof rearward dollies 122 a, 122 b, 122 c as shown in FIG. 15. As with theforward module 102, the operation of the pair of front hydrauliccylinders 150 and the pair of rear hydraulic cylinders 152 of therearward module 104 operate in opposite directions. Thus, when therearward dolly 122 a moves in a left direction, the rearward dolly 122 cof the rearward module 104 moves in a right direction. Consequently,when the pair of front hydraulic cylinders 150 of the rearward module104 move in a first sequential direction, the pair of rear hydrauliccylinders 152 of rearward module 104 move in an opposite sequentialdirection. This action is caused by the connections of the axle steeringrods 142 positioned along the sides of the plurality of rearward dollies122.

There is no draw bar associated with the rearward module 104 of thepresent invention. The rearward module 104 includes the rear steeringcab 166 which is employed to steer the rearward module 104 via thesteering wheel 164. The steering wheel 164 is operator controlled andshown in FIG. 33. The steering cab 166 is clearly shown in FIGS. 33 and34. Essentially, the rearward module 104 is identical to the forwardmodule 102 except for the fact that the rearward module 104 does notinclude the draw bar 114. However, the rearward module 104 could, ifdesired, be fitted with a draw bar. The arrangement of the axle steeringrods 142 is the same in the rearward module 104 as in the forward module102 for providing all-axle steering to each set of wheels 190. Each ofthe axle steering rods 142 of the axle steering system 140 arepositioned along the side of and at a height no greater than the heightof the first single central spine 130 of the forward module 102 and thesecond single central spine 132 of the rearward module 104. Thisarrangement of the axle steering rods 142 ensures that the top surfacesof the first single central spine 130 and the second single centralspine 132 are available as a load carrying surface.

The automatic power steering system 144 shown best in FIG. 10 requiresseveral steps in the process of turning the multi-axle transport vehicle100. Referring to FIG. 1, the forward prime mover 112 makes a turn sothat the draw bar 114 rotates. Rotation of the draw bar 114 applies aforce to the telescopic joint 145 of the variable length strut 146 whichexperiences a telescopic movement resulting in actuating the powersteering valve 148. Thus, movement of the draw bar 114 causes a shift inthe position via expansion or contraction of the variable length strut146 at the telescopic joint 145 and the power steering valve 148 thatcontrols the supply of hydraulic fluid to the pair of front hydrauliccylinders 150 and the pair of rear hydraulic cylinders 152,respectively. Consequently, the power steering valve 148 transmits asignal to send pressurized hydraulic fluid to the front hydrauliccylinders 150 and the rear hydraulic cylinders 152. This results in theautomatic power steering system 144 directing hydraulic fluid to theright side of the hydraulic system for a right turn of the draw bar 114,or directing hydraulic fluid to the left side of the hydraulic systemfor a left turn of the draw bar 114. This action results because theposition of the power steering valve 148 controls where the hydraulicfluid is directed to control the steering of the transport vehicle 100.

Additionally, a diesel engine 204 located in the forward equipmentsection 202 of the transport frame 124 shown in FIGS. 12, 13 and 28provides a constant power source to the automatic power steering system144. Therefore, the pressurized hydraulic fluid utilized in theautomatic power steering system 144 is supplied by a pump (not shown)energized by the diesel engine 204. The pressurized hydraulic fluidapplied to the front hydraulic cylinders 150 and the rear hydrauliccylinders 152 apply a force to and resulting movement of the respectivepivot points 151. This action results in movement of the pair of forwardV-shaped steering rods 154 and the pair of rearward V-shaped steeringrods 158 as shown in FIGS. 10 and 15. Thereafter, the mechanicalsteering rod linkage, i.e., the axle steering rods 142 of the axlesteering system 140, operate to position each of the plurality of axles136 and wheels 190 of the transport body 108 for a correspondingrotation of the draw bar 114. In other words, the power steering valve148 which is manipulated by the movement of the draw bar 114 controlsthe direction of the pressurized hydraulic fluid to the front hydrauliccylinders 150 and the rear hydraulic cylinders 152. The front hydrauliccylinders 150 and the rear hydraulic cylinders 152 then operate tocontrol the forward V-shaped steering rods 154 and the rearward V-shapedsteering rods 158 and the corresponding side steering rods 142. Thisaction controls the direction in which the transport vehicle 100 turns.

A top plan view of the multi-axle transport vehicle 100 is shown in FIG.5 illustrating a left hand turn. Through the action of the draw bar 114,the variable length strut 146, power steering valve 148, pair of fronthydraulic cylinders 150, forward steering crank 156, and the pair offorward V-shaped steering rods 154, the forward axles 157 and the wheels190 of the forward dolly 120 a have steered to the left. This steeringmotion has been coupled to the forward axles 157 and wheels 190 of theforward dollies 120 b and 120 c via the axle steering rods 142 of theaxle steering system 140. The pair of rear hydraulic cylinders 152 havesimilarly been activated by the power steering valve 148 to assist inthe turning action. An enlarged view of area 6 of FIG. 5 showing thevarious components of the forward dolly 120 a in a turning configurationis shown in FIG. 6.

The dual lane, multi-axle transport vehicle 100 of the present inventionshown in FIG. 1 is typically moved from one location to another as aunitary constructed vehicle. The unitary constructed vehicle is definedherein as the forward module 102, load bearing means 106 and therearward module 104 each being connected together as a single unit. Anexample of the movement of the transport vehicle 100 is the movementfrom the home base truck yard to and from a customer's job site when thetransport vehicle 100 is typically unloaded. Although the transportvehicle 100 can be disassembled if desired, disassembly for relocationpurposes is seldom practiced. This is the case since many man hours arerequired to disassemble the transport vehicle 100 and dispatch it toanother location via conventional trailer trucks where it isreassembled. However, with the price of fuel ever increasing, thedisassembly feature is still a valuable alternative. Consequently, thetransport vehicle 100 is modular in nature. The high speed, dual lanetransport body 108 includes the forward module 102 and the rearwardmodule 104 as is clearly shown in FIG. 1. Both the forward module 102and the rearward module 104 include a central spine construction. Inparticular, the forward module 102 includes the first single centralspine 130 and the rearward module 104 includes the second single centralspine 132 as shown in FIG. 1. Each of the first single central spine 130and the second single central spine 132 are the main structural membersof the forward module 102 and the rearward module 104, respectively,each being comprised of light weight T-1 steel. Each of the first singlecentral spine 130 and the second single central spine 132 are alsouseful in carrying a separate payload thereon. This feature is madepossible by ensuring that each of the plurality of axle steering rods142 are positioned at a height no greater than the height of the firstsingle central spine 130 or the second single central spine 132.

The transport vehicle 100 includes the plurality of forward dollies 120a, 120 b, 120 c and the plurality of rearward dollies 122 a, 122 b 122c, respectively. It is noted that the forward dollies 120 a, 120 b and120 c are each removably connected to the first single central spine130. Likewise, the rearward dollies 122 a, 122 b and 122 c are eachremovably connected to the second single central spine 132. Because theindividual components of the present invention can be disconnected, thetransport vehicle 100 can be disassembled and moved from location tolocation using conventional transportation means. This modularityfeature also allows the width of the transport vehicle 100 to beadjusted for operating conditions using different widths of connectors134 as described herein. The different widths of connectors 134 areemployed to accommodate road conditions and/or government regulations.

An enlarged top plan view of the forward module 102 of the transportvehicle 100 is shown in FIG. 2. The rearward module 104 is not shown inthis view. The forward module 102 comprises dolly pairs 120 a, 120 b and120 c as shown in FIG. 2. It is understood that each of the dolly pairs120 a, 120 b and 120 c is actually comprised of two dollies, one locatedon the right side and one located on the left side of the first singlecentral spine 130 looking forward toward the forward prime mover 112. Itis noted that each dolly 120 a, 120 b and 120 c has two front axles 157with four wheels 190 fitted on each front axle 157 as shown in FIGS. 2and 3. An elongated central member or axle beam 208 connects the twofront axles 157 together. The dollies 120 a, 120 b and 120 c can beremovably connected to the first single central spine 130 by acorresponding plurality of connectors 134 as is clearly shown in FIGS.5-6 but best shown in FIGS. 36-38. Three dolly pairs 120 a, 120 b and120 c (six actual dollies 120) and six connectors 134 are shown in theembodiment of FIGS. 2 and 5. Each of the dolly pairs 120 a, 120 b and120 c can be removably connected to the first single central spine 130by a single connector 134.

An enlarged fragmented top plan view of the pair of forward dollies 120c, the first single central spine 130, and the pair of connectors 134 isshown in FIG. 36. An enlarged top plan view of area 37 (shown in FIG.36) is clearly shown in FIG. 37 and illustrates the construction of aconnector 134 utilized to connect and disconnect, for example, theforward dolly 120 c from the first single central spine 130. Further, anenlarged side elevation view of the connector 134 shown in FIG. 37 isclearly illustrated in FIG. 38. It is noted that the connectors 134 canbe utilized to connect and disconnect both the forward dollies 120 a,120 b, 120 c and the rearward dollies 122 a, 122 b, 122 c from the firstsingle central spine 130 and the second single central spine 132,respectively. There are six connectors 134 (also known as “dog bones”because of their distinctive shape as shown in FIG. 38) per forwardmodule 102 and per rearward module 104. It can be seen in FIG. 36 thatthe removal of any of the connectors 134 physically disconnects theelongated central member or axle beam 208 from the first single centralspine 130 of the forward module 102 or, in the alternative, from thesecond single central spine 132 of the rearward module 104. This actionenables the forward dollies 120 and the rearward dollies 122 to behitched to or loaded onto a conventional trailer (not shown) andtransported over extended distances, if desired.

Each connector 134 comprises a plurality of components which are shownin FIGS. 36-38. The elongated central member or axle beam 208 has avertical side 210 and a middle portion 212 (see FIG. 36). The componentsof the connector 134 include a pair of first flanges 214 which aredisposed on the vertical side 210 of, for example, the forward dolly 120c at the middle portion 212 of the axle beam 208. The first singlecentral spine 130 includes a vertical side 216 as shown in FIG. 37. Apair of second flanges 218 are disposed on the vertical side 216 of thefirst single central spine 130. A connecting member 220 connects thepair of first flanges 214 of the forward dolly 120 c to the pair ofsecond flanges 218 of the first single central spine 130 as shown inFIGS. 37 and 38. The connection is effected by a plurality of pins 222.The connecting members 220 each exhibit a width “w” represented bynumeral 224 (see FIG. 37) which determines the overall width “W”represented by numeral 226 of the forward module 120 c as shown in FIG.36. Consequently, the connecting members 220 having a wider dimension“w” represented by numeral 224 will result in a wider transverse wheelbase “W” represented by numeral 226. The width of the multi-axletransport vehicle 100 typically falls within the range of 18′ 0″-to-20′0″ depending upon the width “w” (represented by the numeral 224) of theconnecting members 220.

The weight load permitted to be carried by an “on road” transportvehicle which is authorized to travel on highways and over bridges ofthe state is regulated and is typically determined by the number andspacing of the axles of the transport vehicle. For example, in the Stateof California, the California Department of Transportation (CalTrans) ischarged with the responsibility of regulating weight loads carried bytransport vehicles over highways and bridges. Each of the forwarddollies 120 a, 120 b and 120 c of the forward module 102 and each of therearward dollies 122 a, 122 b and 122 c of the rearward module 104 iscomprised of an elongated central member or axle beam 208 and a pair ofaxles 136 as shown in FIG. 36. The California Department ofTransportation has established a maximum weight load permitted under thelaw to be carried by a transport vehicle and for safe bridge crossingswhen the axle spacing is 9′ 0″ and the length of each axle is 7′ 0″.

In the dual lane, multi-axle transport vehicle 100 of the presentinvention, the spacing of axles 136 of wheels sets 190 of the hydraulicsuspension system 138 and of wheel sets 190 of the caster suspensionsystem 186 (discussed herein below) is 9′ 0″. This means that thedistance from the front axle 157 (see FIG. 3) located at the center ofthe front wheel set 190 to the axle 157 (see FIG. 3) located at thecenter of the rear wheel set 190 of the same forward dolly 120 a in theforward module 102 (or, in the alternative, the same rearward dolly 122a in the rearward module 104) is 9′0″. Consequently, the 9′ 0″ axleseparation is referred to as being measured, for example, from the axlecenter (of the axle 157 at the forward portion of the dolly 120 a) tothe axle center (of the axle 157 at the rearward portion of the dolly120 a) of the same wheel set 190 as shown in FIG. 3. This axle spacingmeasurement is shown in FIG. 36 as the length L₁ and identified by thenumeral 230. Furthermore, the length of each axle 162 (e.g., rear axle162 in forward dolly 120 c shown in FIG. 36) from the outer wheel 190 onone end of the axle 162 to the outer wheel 190 on the opposite end ofthe same axle 162 is 7′ 0″. This axle length measurement is also shownin FIG. 36 as the length L₂ and identified by the numeral 232. Thisarrangement of the spacing between axles (axle spacing) within the samedolly and the length of all axles (axle length) affords the maximumspread of all wheel sets to transport the maximum weight permitted bystate regulatory agencies. It is further noted that utilizing rear axles162 (as shown in FIG. 36) having a length of 7′ 0″ and an axleseparation of 9′ 0″ requires the use of the first spaced apart arm 171and second spaced apart arm 172 (“double knee” construction) incombination with the first fluid activated cylinder 169 and second fluidactivated cylinder 170 (“double piston” construction) to maintain axlestability and reduce axle yaw caused by road induced forces.

The hydraulic suspension system 138 of the multi-axle transport vehicle100 serves to dynamically stabilize the axles 136 of the high speed,dual lane transport body 108 and tends to resist axle yaw. The hydraulicsuspension system 138 for conventional wheel sets 190 is disclosed asfollows and is shown in FIG. 1 and more particularly in FIGS. 17-25.Front, side and rear elevation views, respectively, of the hydraulicsuspension system 138 for the multi-axle transport vehicle 100 inaccordance with the present invention are illustrated in FIGS. 17-19.The hydraulic suspension system 138 includes the structure 168 which ispivotable about a first nominally vertical axis 240 as shown in FIG. 17.The structure 168 further includes the first attachment station 176spaced apart from the second attachment station 180. In the embodimentshown, the structure 168 of the suspension system 138 includes the firstarm 171 and the second arm 172 having distal ends upon which the firstattachment station 176 and the second attachment station 180 arerespectively disposed. The axle 136 is disposable along a second axis242 which is perpendicular to first vertical axis 240 as shown in FIGS.17 and 18. Axle 136 is nominally aligned with the second axis 242.However, axle 136 can pivot or roll with respect to the second axis 242as a function of the road surface as is illustrated in FIGS. 20 and 21.The axle 136 includes the set of wheels 190 including tires disposed atits two ends.

The axle linkage member 174 has the third attachment station 178 spacedapart from the fourth attachment station 182. The third attachmentstation 178 of the axle linkage member 174 is pivotally connected to thefirst attachment station 176 of the structure 168 of the hydraulicsuspension system 138, and the fourth attachment station 182 of axlelinkage member 174 is pivotally connected to the second attachmentstation 180 of the structure 168. The axle linkage member 174 ispivotable about a third axis 244 which is parallel to the second axis242 as shown in FIGS. 17 and 18. The axle 136 is pivotally connected tothe axle linkage member 174 and is pivotable about a fourth axis 246shown in FIGS. 17 and 18. The fourth axis 246 is perpendicular to thefirst vertical axis 240, second axis 242, and third axis 244. Pleaserefer also to FIGS. 20 and 21 to see the four axes 240, 242, 244, 246 inrelation to the pivotable rotation of the axle 136.

At least one fluid activated cylinder is pivotally connected between thestructure 168 of the hydraulic suspension system 138 and the axlelinkage member 174. Preferably, two spaced apart fluid activatedcylinders including the first fluid activated cylinder 169 and thesecond fluid activated cylinder 170 are pivotally connected between thestructure 168 and the axle linkage member 174 as shown in FIGS. 17, and19-21. The first fluid activated cylinder 169 and the second fluidactivated cylinder 170 are disposed outside of the first attachmentstation 176, second attachment station 180, third attachment station178, and fourth attachment station 182 as is best shown in FIG. 17. Asdefined herein, “outside” means that the first fluid activated cylinder169 and the second fluid activated cylinder 170 reside closer to thewheels 190 and associated tires than to the four attachment stations176, 178, 180, and 182. Thus, the first fluid activated cylinder 169 andthe second fluid activated cylinder 170 are therefore spaced wider apartthan the two pairs of attachment stations 176, 178 and 180, 182.

A front elevation view of the hydraulic suspension system 138 where theaxle 136 is rotated about the axis 246 in a clockwise direction is shownin FIG. 20. Likewise, another front elevation view of hydraulicsuspension system 138 where the axle 136 is rotated about the axis 246in a counter-clockwise direction is shown in FIG. 21. The positions ofthe hydraulic suspension system 138 shown in FIGS. 20 and 21,respectively, would occur when the dual lane, multi-axle transportvehicle 100 is traveling upon an inclined or crowned road surface.Further, side elevation views of the hydraulic suspension system 138 areshown in FIGS. 22A, 22B, and 22C in fully retracted, mid-stroke, andfully extended positions, respectively. The first fluid activatedcylinder 169 is shown in a retracted position in FIG. 22A. Thisretracted position causes the axle linkage member 174 to pivot towardthe structure 168 thereby lowering the transport vehicle 100. The firstfluid activated cylinder 169 is shown in a mid-stroke position in FIG.22B such as would be useful in traveling down the roadway 248 in thetransport vehicle 100 under normal operating conditions. Finally, thefirst fluid activated cylinder 169 is shown in an extended position inFIG. 22C which causes the axle linkage member 174 to pivot away from thestructure 168 of the hydraulic suspension system 138 thereby raising thetransport vehicle 100. In each of the FIGS. 22A, 22B and 22C, theposition of the second fluid activated cylinder 170 is congruent withthe position of the first fluid activated cylinder 169 but hidden fromview. It is noted that the full stroke of each of the first fluidactivated cylinder 169 and the second fluid activated cylinder 170 isapproximately 11″.

In view of FIGS. 22A-22C, it is clear that the stroke of the axlelinkage member 174, first spaced apart arm 171 and second spaced apartarm 172 of the hydraulic suspension system 138 results in greatervertical travel of the first fluid activated cylinder 169 and the secondfluid activated cylinder 170. Consequently, the height to which theentire transport body 108 and transport vehicle 100 can be raised isgreater than with the vertical hydraulic piston travel of the suspensionsystems of the prior art. Thus, an advantage of the present invention isthat the hydraulic suspension system 138 enables the overall transportvehicle 100 of the present invention to achieve the height necessary toavoid ground obstacles while exhibiting a lower profile to avoidoverhead utility lines, and a lower center of gravity to improvestability of the plurality of axles 136 for the payload 110 carried. Inprior art transport vehicle suspension systems, the axle linkage member174 of the present invention did not exist. As a result, the verticalheight to which the transport vehicle of the prior art can achieve islimited to the vertical stroke of the hydraulic pistons which is lessthan the vertical height achievable with the axle linkage member 174 thepresent invention. Consequently, the prior art transport vehicles mustsit higher resulting in interference with overhead utility lines and ahigher center of gravity resulting in a higher profile vehicleexhibiting less stability.

A side elevation view of the hydraulic suspension system 138 of the duallane, multi-axle transport vehicle 100 where the suspension system 138is shown traveling along the roadway 248 is illustrated in FIG. 23. Whenthe wheels 190 encounter a pothole 250 formed in the roadway 248, thehydraulic suspension system 138 automatically extends from a mid-strokeposition shown in the left side view to an extended position shown inthe middle view of FIG. 23. After passing over the pothole 248, thehydraulic suspension system 138 returns to the mid-stroke position shownon the right side view of FIG. 23, thereby cushioning the ride of thetransport vehicle 100 to which the suspension system 138 is attached.Another side elevation view of the hydraulic suspension system 138 ofthe transport vehicle 100 where the suspension system 138 is showntraveling along the roadway 248 is illustrated in FIG. 24. When thewheels 190 encounter a bump 252 in the roadway 248, the suspensionsystem 138 again automatically cushions the ride of the transportvehicle 100. In this situation, the suspension system 138 of thetransport vehicle 100 retracts from a mid-stroke position shown in theleft view to a retracted position shown in the middle view of FIG. 24.After passing over the crest of the bump 252, the hydraulic suspensionsystem 138 then returns to the mid-stroke position shown in the rightview of FIG. 24.

A simplified bottom plan view of axle linkage member 174 of the presentinvention is shown in FIG. 25. In the hydraulic suspension system 138,the axle linkage member 174 is not just connected to the structure 168at one point as in the prior art. Please see Applicant's FIGS. 17-19.Rather, the axle linkage member 174 includes the four attachment pointsto structure 168 including (1) the first fluid activated cylinder 169,(2) attachment stations 176 and 178, (3) attachment stations 180 and182, and (4) the second fluid activated cylinder 170. As a result of thefour attachment stations or points, the axle linkage member 174 isrigidly locked in place with respect to the structure 168 and willtherefore resist the tendency to yaw. Axle 136 is therefore alwayssubstantially perpendicular to the direction of travel. In other words,when the transport vehicle 100 is traveling on the roadway 248, theconnection of the first attachment station 176 to the third attachmentstation 178, the connection of the second attachment station 180 to thefourth attachment station 182, and the connection of the two fluidactivated cylinders (including the first fluid activated cylinder 169and the second fluid activated cylinder 170) between the structure 168and the axle linkage member 174 combine to reduce the yaw of axle 136 asshown in FIG. 25.

The hydraulic suspension system 138 for the transport vehicle 100according to the preferred embodiment includes the structure 168 whichis pivotable about the first vertical axis 240, the structure 168 havingthe first attachment station 176 separate and spaced apart from thesecond attachment station 180. The axle 136 is disposable along thesecond axis 242 which is perpendicular to the first vertical axis 240.The axle linkage member 174 has the third attachment station 178 whichis spaced apart from the fourth attachment station 182. The thirdattachment station 178 of the axle linkage member 174 is pivotallyconnected to the first attachment station 176 of the structure 168, andthe fourth attachment station 182 of the axle linkage member 174 ispivotally connected to the second attachment station 180 of thestructure 168. The axle linkage member 174 is pivotable about the thirdaxis 244 which is parallel to the second axis 242. The axle 136 ispivotally connected to the axle linkage member 174 and the axle 136 ispivotable about the fourth axis 246 which is perpendicular to the firstvertical axis 240, second axis 242 and third axis 244. The two separateand spaced apart fluid activated cylinders 169, 170 are pivotallyconnected between the structure 168 and the axle linkage member 174,wherein the two fluid activated cylinders 169, 170 are disposed outsideof the first attachment station 176, second attachment station 180,third attachment station 178, and fourth attachment station 182. Whenthe two fluid activated cylinders 169, 170 are extended, the axlelinkage member 174 pivots away from the structure 168. When the twofluid activated cylinders 169, 170 are retracted, the axle linkagemember 174 pivots towards the structure 168.

An additional aspect of the hydraulic suspension system 138 of thepresent invention is shown in FIG. 26 which exhibits a modification notpreviously disclosed. The hydraulic suspension system 138 shown in FIG.26 includes the structural combination previously disclosed in FIGS.17-25 and described in the immediately preceding paragraph. Inparticular, the pair of spaced apart arms (or “knees”) including thefirst spaced apart arm 171 and the second spaced apart arm 172 eachextend from the structure 168 of the suspension system 138. The thirdattachment station 178 of the axle linkage member 174 is pivotallyconnected to the first attachment station 176 located on the firstspaced apart arm 171 extending from the structure 168. Likewise, thefourth attachment station 182 of the axle linkage member 174 ispivotally connected to the second attachment station 180 located on thesecond spaced apart arm 172 extending from the structure 168 as shown inFIG. 26. In addition to this combination, a structural cross-bar 300 isphysically affixed across the pair of spaced apart arms so that thefirst spaced apart arm 171 is mechanically secured to the second spacedarm 172 as illustrated in FIG. 26. The securing means can be by anysuitable method but preferably by welding the lightweight T1 steel ofwhich the pair of spaced apart arms 171 and 172 is comprised to thecross-bar 300 fashioned from the same or compatible metal. The functionof the cross-bar 300 is to provide added structural security to thehydraulic suspension system 138 for supporting the forward dollies 120and rearward dollies 122 which carry heavy payloads 110. The addition ofthe cross-bar 300 helps ensure the structural integrity of the highspeed, dual lane transport body 108.

A further feature of the present invention includes a manual steeringand elevation station 302 also known as a hydraulic control stationpositioned at a suitable location on the transport body 108 such as, forexample, the forward module 120. The manual steering and elevationstation 302 is illustrated in FIG. 16 of Applicant's drawings and isutilized for raising and lowering the suspension system 138 of thetransport vehicle 100 to avoid obstacles encountered on the roadway 248.Additionally, the manual steering and elevation station 302 is also anoperator station from which the hydraulic system 138 of the transportvehicle 100 can be controlled. As illustrated in FIG. 16, the elevationstation 302 includes a tank 304 containing hydraulic fluid, suitablehydraulic fluid lines 306, suitable mechanical gauges 308 for measuringhydraulic parameters, and control handles 310 to be manipulated by atrained operator (not shown). Typically, the transport vehicle 100 issteered from both the forward module 102 and the rearward module 104.Steering of the forward module 102 is typically controlled by the driverof the forward prime mover 112 in combination with the draw bar 114 andthe automatic power steering system 144. Steering of the rearward module104 is typically manually controlled by the operator controlled steeringwheel 164 located in the steering cab 166 shown in FIG. 33.

Manual steering of the forward module 102 can be achieved from themanual steering and elevation station 302 shown in FIG. 16. In order totake control of the steering of the forward module 102 from the manualsteering and elevation station 302, the variable length strut 146 (shownbest in FIG. 10) must be disconnected. This action, in effect, takes thecontrol of the steering of the forward module 102 away from the driverof the forward prime mover 112. Thereafter, auxiliary steering controlof the forward module 102 can be assumed by the operator of the manualsteering and elevation station 302. This action is useful when it isnecessary or desirable to steer the transport vehicle 100 through anarrow space. It should be noted that the transfer of steering controlof the forward module 102 to the manual steering and elevation station302 is a feature in addition to the feature of raising and lowering ofthe suspension system 138 by the manual steering and elevation station302 to avoid obstacles encountered on the roadway 248.

Now referring to the self-steering caster suspension system 186, it isspecifically utilized for moving ultra heavy payloads 110 carried by theload bearing means 106 as shown in FIGS. 1 and 27. The payload 110 canbe in excess of five-hundred thousand pounds and is shown in phantom inFIG. 1. Because of the enormous weight of the payload 110, theself-steering caster suspension system 186 has been designed to assistin carrying the payload 110 so that additional axles 136 do not need tobe added to the forward module 102 or the rearward module 104. It is adesign objective to enable the multi-axle transport vehicle 100 totransport the maximum payload 110 permitted by law. When the desiredpayload 110 exceeds the maximum permitted by law, wheel sets 190designed to caster are inserted underneath the load bearing means 106 toincrease the load carrying capacity. Because the added wheel sets 190are designed to caster, axle steering rods 142 are not required becausethe caster wheel sets 190 move in the direction of the brute forcegenerated by the movement of the transport vehicle 100.

The self-steering caster suspension system 186 is shown in FIG. 27 andis specifically designed to be utilized with the load bearing means 106and the transport frame 124 shown in Applicant's FIGS. 28-34. It is veryimportant to note that the self-steering caster suspension system 186 isutilized in conjunction with the hydraulic suspension system 138 as isclearly shown in FIG. 1 for moving ultra-heavy payloads 110. The commongoal of employing both the hydraulic suspension system 138 and thecaster suspension system 186 is to legally carry the additional weightassociated with the ultra-heavy load. To be more precise, the hydraulicsuspension system 138 is utilized with the forward module 102 and therearward module 104 while the self-steering caster suspension system 186is utilized with the load bearing means 106. Further note that thehydraulic suspension system 138 employs the axle steering rods 142 forsteering the axles 136 which are arranged or configured in sets of twoas the forward dollies 120 and the rearward dollies 122. In distinction,the caster suspension system 186 as shown in FIGS. 1 and 27 isself-steering and does not utilize any type of axle steering rod device.The brute force generated by the movement of the transport vehicle 100shown in FIG. 1 pulls the wheel sets 190 of the caster suspension system186 positioned underneath the load bearing means 106 into the directionof travel of the transport vehicle 100. This caster feature will bediscussed further herein below. It is further noted that when thepayload 110 is not ultra-heavy, the self-steering caster suspensionsystem 186 might not be employed, that is, Ws use is optional.

The structure of the self-steering caster suspension system 186 isdisclosed in Applicant's FIG. 27 and FIG. 27 will be compared here toApplicant's FIGS. 17-18 that are directed to the hydraulic suspensionsystem 138. This comparison will enable the reader to identify thecommon features of and the distinguishing features between Applicant'scaster suspension system 186 and Applicant's hydraulic suspension system138. Those features common to both the caster suspension system 186 andthe hydraulic suspension system 138 will be identified first. It isnoted that the front elevation views of the hydraulic suspension system138 shown, for example, in FIG. 17 and the caster suspension system 186shown in FIG. 27 are similar. That is to say, the front elevation viewof the caster suspension system 186 is very similar to the frontelevation view of the hydraulic suspension system 138 shown in FIG. 17.This is the reason why a comparison between FIG. 17 and FIG. 27 isuseful in pointing out the common features between the two suspensionsystems. However, the distinguishing features between the castersuspension system 186 and the hydraulic suspension system 138 arevisible in the side elevation views of FIG. 18 and FIG. 27,respectively.

The caster suspension system 186 shown in FIG. 27 and the hydraulicsuspension system 138 shown in FIG. 17 both include the structure 168,the first fluid activated cylinder 169 and the second fluid activatedcylinder 170, the first spaced apart arm 171 and the second spaced apartarm 172, respectively, for each wheel and axle set. Furthermore, thecaster suspension system 186 and the hydraulic suspension system 138both include the plurality of axles 136, set of wheels 190, and axlelinkage member 174. Additionally, the following four perpendicular axesexist in both the caster suspension system 186 and the hydraulicsuspension system 138. Those axes include (1) the first axis 240vertically passing through the center of the structure 168, (2) thesecond axis 242 parallel to the axle 136 and perpendicular to the firstvertical axis 240, (3) the third axis 244 passing through the connectionof the first spaced apart arm 171 and the second spaced apart arm 172extending from the structure 168 with the axle linkage member 174 wherethe third axis 244 is parallel to the second axis 242, and finally (4)the fourth axis 246 about which the axle 136 is pivotable about, wherethe fourth axis 246 is perpendicular to the first vertical axis 240,second axis 242 and third axis 244.

There are also four attachment points between the structure 168 and theaxle linkage member 174 that are common to both the caster suspensionsystem 186 shown in FIG. 27 and the hydraulic suspension system 138shown in FIGS. 17 and 18. Those four attachment points include (1) thefirst fluid activated cylinder 169, (2) the first attachment station 176of the structure 168 and the third attachment station 178 of the axlelinkage member 174, (3) the second attachment station 180 of thestructure 168 and the fourth attachment station 182 of the axle linkagemember 174, and (4) the second fluid activated cylinder 170. As a resultof the four attachment points, the axle linkage member 174 is rigidlylocked in place with respect to the structure 168 and will thereforeresist the tendency to yaw. As with the hydraulic suspension system 138,the first fluid activated cylinder 169 and second fluid activatedcylinder 170, and the first spaced apart arm 171 and second spaced apartarm 172 of the caster suspension system 186, also allow the transportvehicle 100 to be raised and lowered with respect to the roadway 248.The caster suspension system 186 also mechanically stabilizes theplurality of axles 136 with respect to the transport vehicle 100 therebyreducing the axle yaw and allowing for higher speeds of the transportvehicle 100. As the transport vehicle 100 moves, the caster suspensionsystem 186 casters into alignment with the direction of travel of thetransport vehicle 100.

A comparison will now be made between FIG. 27 of the caster suspensionsystem 186 and FIG. 18 of the hydraulic suspension system 138 toidentify the distinguishing features between the two suspension systems.In FIG. 18 of the hydraulic suspension system 138, the first verticalaxis 240 is shown essentially passing through the center of the axle136. In practice, there is typically some minor displacement or offsetof a distance of less than an inch between the first vertical axis 240and the second axis 242 which is parallel to the axle 136. The reasonsfor this are the following. In the hydraulic suspension system 138 asshown in FIG. 18, the absence of any slight spacing or offset betweenthe axle 136 and the vertical axis 240 would typically result in thewobbling of the suspension system 138. This wobbling of the suspensionsystem 138 results in instability so that when the transport vehicle 100is moved, axle yaw and vibration can occur. It is noted that the absenceof any “offset” spacing between the axle 136 and the first vertical axis240 typically results in more wear on the suspension hardware caused byfriction generated during the turning of the transport vehicle 100.

Consequently, the hydraulic suspension system 138 shown in FIG. 18requires a modicum of offset spacing or “slight spacing” to avoid thewobbling effect that can result in axle yaw. It is noted that the“slight spacing” need only be a fraction of an inch to avoid thewobbling effect on the hydraulic suspension system 138. A further reasonfor the “slight spacing” or “offset” between the axle 136 and the firstvertical axis 240 is the following. As the hydraulic suspension system138 operates as shown in FIGS. 22A, 22B and 22C, the first fluidactivated cylinder 169 and second fluid activated cylinder 170, thefirst spaced apart arm 171 and second spaced apart arm 172, and the axlelinkage member 174 constantly change position. This dynamic movementbetween the extended and retracted positions of the axle linkage member174 also contributes to the “slight spacing” between the axle 136 andthe first vertical axis 240. However, this “slight spacing” is notadequate to cause the caster effect provided by the self-steering castersuspension system 186 of the present invention.

Now comparing the caster suspension system 186 shown as a side elevationview in Applicant's FIG. 27 with the hydraulic suspension system 138shown in FIG. 18, it is noted that the horizontal portion of the axlelinkage member 174 has been lengthened. The purpose of lengthening thehorizontal portion of the axle linkage member 174 is to space the secondaxis 242 and corresponding parallel axle 136 further away from the firstvertical axis 240. By spacing the second axis 242 (and parallel axle136) further away from the first vertical axis 240, it has beendetermined by experimentation that the caster suspension system 186 willautomatically pivot or caster around the first vertical axis 240 whenthe transport vehicle 100 is moved.

Applicant has determined by experimentation that a separation or anoffset distance of from four inches-to-eighteen inches between thesecond axis 242 (and parallel axle 136) and the first vertical axis 240is necessary to achieve the caster effect. Further, it has beendetermined that the optimal caster effect is achieved when the secondaxis 242 is spaced or offset from the first vertical axis 240 within therange of eight inches-to-nine inches. However, it is emphasized that thesecond axis 242 (and parallel axle 136) must be spaced or “offset” atleast four inches from the first vertical axis 240 in order to achievethe caster effect. The spacing or offset is achieved by lengthening thehorizontal portion of the axle linkage member 174. As a result, as thecaster suspension system 186 is moved as part of the transport vehicle100, the caster suspension system 186 will automatically pivot aroundthe first vertical axis 240 until the second axis 242 and the axle 136are aligned with the direction of travel. In other words, the secondaxis 242 is spaced from the first vertical axis 240 by an amountsufficient to cause the second axis 242 and the axle 136 of the castersuspension system 186 to caster or pivot about or around the firstvertical axis 240 and move into alignment with the direction of travelof the transport vehicle 100 when the transport vehicle 100 is moved.This inventive feature is the direct result of the lengthening of thehorizontal portion of axle linkage member 174 to position the secondaxis 242 further away from the first vertical axis 240. Under theseconditions, the axle 136 will always be substantially perpendicular tothe direction of travel which reduces the yaw of axle 136.

It was previously noted that the hydraulic suspension system 138 asshown in FIG. 18 typically exhibits some “slight spacing” of less thanan inch between the axle 136 and the first vertical axis 240. It wasexplained that the absence of any spacing or offset typically results inthe wobbling of the hydraulic suspension system 138 so that when thetransport vehicle 100 is moved, axle yaw and vibration can occur. The“slight spacing” that typically exists between the axle 136 and thefirst vertical axis 240 is adequate to suppress the wobbling in thewheel sets 190 of the hydraulic suspension system 138 as long as theaxle steering rods 142 remain connected in a closed loop. It isemphasized that the wheel sets 190 of the caster suspension system 186do not utilize interconnected axle steering rods 142 controlled by ahydraulic system.

However, if (1) the side axle steering rods 142 were removed from thehydraulic suspension system 138, and (2) the wheel set 190 of thehydraulic suspension system 138 was used as a caster wheel set with the“slight spacing” of less than an inch, and (3) a turn of the transportvehicle 100 was initiated with the wheel set 190, the hydraulicsuspension system 138 would not caster and would not follow thedirection of travel of the transport vehicle 100. If this action wasattempted, it would likely result in physical damage to the hydraulicsuspension system 138 because the second axis 242 is not sufficientlyoffset a minimum of four inches from the first vertical axis 240 tocause the axle 136 and second axis 242 to caster around the firstvertical axis 240. It is further noted that the loop connected, axlesteering rods 142 utilized with the wheel sets 190 of the hydraulicsuspension system 138 are totally inconsistent with the wheel sets 190utilized with the caster suspension system 186 of the present invention.This is the case since the wheel sets 190 of the caster suspensionsystem 186 are self-steering and controlled by the force generated bythe movement of the transport vehicle 100 shown in FIG. 1. Furthermore,if an attempt was made to utilize the hydraulic suspension system 138 asa caster suspension system without disconnecting the axle steering rods142, the axle steering rods 142 would resist the caster effect during aturning maneuver and result in damage to or breakage of the axlesteering rods 142.

In distinction, the brute force generated by the movement of thetransport vehicle 100 pulls the wheel sets 190 of the caster suspensionsystem 186 positioned underneath the load bearing means 106 into thedirection of travel. The caster suspension system 186 does not utilizeloop connected, axle steering rods 142. It is the “offset” spacing of asufficient amount between the second axis 242 (and parallel axle 136)and the first vertical axis 240 that enables the wheel sets 190 tocaster. If the force generated by the movement of the transport vehicle100 is directed in a leftward direction, the caster suspension system186 moves in a leftward direction. Likewise, if the force generated bythe movement of the transport vehicle 100 is directed in a rightwarddirection, the caster suspension system 186 moves in a rightwarddirection. It is noted that the forces applied to the forward module102, rearward module 104 and the load bearing means 106 are both afunction of time {f(t)} and a function of the road conditions.Consequently, an advantage of the present invention is that the casterwheel sets 190 are very versatile and can be utilized as needed at anydesired location underneath the transport vehicle 100.

It has been emphasized that the purpose of lengthening the horizontalportion of the axle linkage member 174 is to space the second axis 242(and parallel axle 136) by a sufficient amount further away from thefirst vertical axis 240. The lengthened space between the second axis242 and the first vertical axis 240 is the required “offset” spacingwithin the range of 4″-to-18″ that enables the caster suspension system186 to automatically pivot or caster (that is, self-steer) around thefirst vertical axis 240 when the transport vehicle 100 is moved. Whenthis “offset” spacing exists, the first vertical axis 240 does not passthrough the center of axle 136 but is “offset” by a sufficient amount,e.g., by at least 4″ from the second axis 242 (which is parallel to theaxle 136) as shown in FIG. 27. This minimum 4″ offset exists regardlessof the position of the first fluid activated cylinder 169 and secondfluid activated cylinder 170, first spaced apart arm 171 and secondspaced apart arm 172, and the axle linkage member 174 (i.e., whether thecaster suspension system 186 is vertically extended or contracted).Consequently, the structure 168 (and the associated mechanical bearing,not shown) of the forward dollies 120 a, 120 b, 120 c and rearwarddollies 122 a, 122 b, 122 c of the caster suspension system 186, throughwhich the first vertical axis 240 passes, is also “offset” from thesecond axis 242. These conditions are illustrated in Applicant's pendingFIG. 27.

This situation is compared to the hydraulic suspension system 138illustrated in FIG. 17 in which the structure 168 (and associatedmechanical bearing) is essentially positioned directly over the secondaxis 242 (and parallel axle 136). Notwithstanding the “offset” spacingexhibited by the caster suspension system 186, the axle spacing measuredfrom the axle center of the front axle 157 at the forward portion of,for example, dolly 120 a (best shown in FIG. 3) to the axle center ofthe front axle 157 at the rearward portion of dolly 120 a of the samewheel set 190 continues to be 9′ 0″ (see length L₁ in FIG. 36).Likewise, the length dimension of each axle 157 measured between theouter wheels 190 is 7′ 0″ (see length L₂ in FIG. 36). By maintainingthese axle dimensions, the transport vehicle 100 will meet thejurisdictional regulation to carry the maximum “on-road” weight loadpermitted by law and also to satisfy the regulations directed to safebridge crossings.

In summary, the essence of the self-steering, caster suspension system186 is as follows. The structure 168 of the caster suspension system 186is pivotable about the first vertical axis 240 where the structure 168includes a first attachment station 176 spaced apart from the secondattachment station 180. The axle 136 is disposable along the second axis242 which is perpendicular to the first vertical axis 240. Further, thesecond axis 242 is spaced from the first vertical axis 240 by an amountsufficient to cause the axle 136 and the second axis 242 to caster aboutthe first vertical axis 240 and to move into alignment with thedirection of travel of the transport vehicle 100 when the transportvehicle 100 is moved. The axle linkage member 174 includes the thirdattachment station 178 spaced apart from the fourth attachment station182. The third attachment station 178 of the axle linkage member 174 ispivotally connected to the first attachment station 176 of the structure168 while the fourth attachment station 182 of the axle linkage member174 is pivotally connected to the second attachment station 180 of thestructure 168. Additionally, the axle linkage member 174 is pivotableabout the third axis 244 which is parallel to the second axis 242.Finally, the axle 136 is pivotally connected to the axle linkage member174 and the axle 136 is pivotable about the fourth axis 246 where thefourth axis 246 is perpendicular to the first vertical axis 240, secondaxis 242 and the third axis 244.

We now turn our attention to the load bearing means 106 clearly shown inFIG. 1. The load bearing means 106 is integrated between the forwardmodule 102 and the rearward module 104 in a unitary constructed mannerand is comprised of the transport frame 124 which includes the pair oftransport carrying beams 126 and 128 shown in FIGS. 30 and 31. Althoughthe first single central spine 130 of the forward module 102 and thesecond single central spine 132 of the rearward module 104 are alsoutilized for carrying a physical load, the transport frame 124 isutilized to carry high profile payloads 110. An example of a highprofile payload 110 is a large electrical transformer weighing in excessof five-hundred thousand pounds and used in a switching substation of anelectrical utility company. Although the following description isdirected to the load bearing means 106 that employs the transport frame124, it should be understood that other means for carrying the payload110 can be utilized such as, for example, a flatbed trailer (not shown).

Referring to FIGS. 1, 30, 31 and 32, the structure of the load bearingmeans 106 will now be described. In the embodiment presented, thetransport frame 124 serves to capture and carry the payload 110. Thisaspect is accomplished by utilizing the pair of transport carrying beamsincluding the forward carrying beam 126 and the rearward carrying beam128. The forward carry beam 126 and the rearward carrying beam 128 are,in general, two separate components but are essentially mirror images ofone another. Both include a reinforcing cross arm, that is, the forwardcarrying beam 126 includes a reinforcing cross arm 316 while therearward carrying beam 128 includes a reinforcing cross arm 318 as shownin FIGS. 30 and 31. As can be seen from FIG. 1, the forward carryingbeam 126 and the rearward carrying beam 128 are combined to form thetransport frame 124. Consequently, the forward carrying beam 126 andrearward carrying beam 128 separate at an interface 320 shown in FIGS. 1and 32 to facilitate their separation and combination. In order tosecure these two components to the interface 320, each includes a pairof connection brackets. The forward carrying beam 126 includes a pair ofmale connection brackets 322 and the rearward carrying beam 128 includesa corresponding pair of female connection brackets 324. Each of the maleconnection brackets 322 and female connection brackets 324 includecorresponding apertures 326 for receipt of suitable removable lockinghardware such as, for example, steel pins or pinch bolts (not shown).

Reference is now made to the top plan view of the load bearing means 106shown in FIG. 32. The load bearing means 106 includes the transportframe 124 comprised of the forward carrying beam 126 with the associatedreinforcing cross arm 316 and the rearward carrying beam 128 with theassociated reinforcing cross arm 318. The point of intersection, that isthe interface 320, between the forward carrying beam 126 and therearward carrying beam 128 is clearly shown. Positioned underneath thepayload 110 (shown in phantom) is a pair of lower support beams 328 and330 which function as a carrying platform onto which the payload 110 isplaced, typically with the assistance of a crane. In the plan view ofFIG. 32, the lower support beam 328 is in-board of the cross arm 316 ofthe forward carrying beam 126. Likewise, the lower support beam 330 isin-board of the cross arm 318 of the rearward carrying beam 128.Finally, positioned between the lower support beams 328 and 330 and theforward carrying beam 126 and the rearward carrying beam 128 is aplurality of four cylindrical support stanchions 332. One of the supportstanchions 332 positioned between the lower support beam 328 and theforward carrying beam 126 is more clearly shown in FIG. 29. The functionof the support stanchions 332 is to act as spacers between the lowersupport beams 328 and 330 and the forward carrying beam 126 and therearward carrying beam 128.

Connected between each of the lower support beams 328 and 330 and theforward carrying beam 126 and the rearward carrying beam 128 is aplurality of sixteen vertical support rods 334 shown best in FIGS. 1 and29. Thus, between the lower support beam 328 and the forward carryingbeam 126, there are four vertical support rods 334 surrounding each ofthe two support stanchions 332, i.e., a total of eight vertical supportrods 334. Likewise, between the lower support beam 330 and the rearwardcarrying beam 128, there are four vertical support rods 334 surroundingeach of the two support stanchions 332, i.e., another total of eightvertical support rods 334. Each of the vertical support rods 334 isthreaded and serves to connect the lower support beam 328 to the forwardcarrying beam 126, and also to connect the lower support beam 330 to therearward carrying beam 128. The length of the sixteen vertical supportrods 334 and the height of the support stanchions 332 are a function ofthe height of the payload 110. By employing the threaded verticalsupport rods 334 between the lower support beams 328 and 330, and theforward carrying beam 126 and the rearward carrying beam 128, the weightof the transported payload 110 can be transferred from the lower supportbeams 328 and 330 to the forward carrying beam 126 and the rearwardcarrying beam 128 of the transport frame 124. Thus, the payload 110 issuspended onto the sixteen vertical support rods 334 to transfer theweight from the lower support beams 328 and 330 to the forward carryingbeam 126 and rearward carrying beam 128, respectively. This is themethod utilized in the disclosed embodiment by which the weight of thetransported payload 110 is transferred to the transport frame 124.

The load bearing means 106 is integrated between the forward module 102and the rearward module 104 of the multi-axle transport vehicle 100 in aunitary constructed manner. This integration is such that each of theforward module 102, rearward module 104 and the load bearing means 106is designed to form a single trailer unit. Typically, the transportframe 124 of the present invention is to suspended between the forwardmodule 102 and the rearward module 104 and supported by a pair of turntables including a forward turn table 336 shown in FIGS. 1, 12 and 13and a rearward turn table 338 shown in FIGS. 1 and 33. The forward turntable 336 is removably mounted on the first single central spine 130 ofthe forward module 102 while the rearward turn table 338 is removablymounted on the second single central spine 132 of the rearward module104. Each of the forward turn table 336 and rearward turn table 338include a bearing for point loading and steering control of the payload110 mounted on the first single central spine 130 and second singlecentral spine 132, respectively.

The bearing associated with the forward turn table 336 provides athree-way pivot 340 as shown in FIGS. 12 and 13 for facilitating theturning and twisting associated with a turning maneuver. During such amaneuver, the load bearing means 106 must turn and follow the forwardmodule 102 when the forward prime mover 112 initiates a turn as show inFIG. 5. Likewise, the control bearing of the rearward turn table 338 ispositioned on the rearward module 104 and is connected to the rearwardcarrying beam 128 at two connection points 342 as shown in FIG. 33. Thisdual connection ensures that the rearward carrying beam 128 of thetransport frame 124 is securely connected to the second single centralspine 132 via the rearward turn table 338. The control bearings of theforward turn table 336 and the rearward turn table 338 are employed forpoint loading of the transport body 108. That is, the massive weight ofthe payload 110 is distributed across the first single central spine 130of the forward module 102 via the forward turn table 336 and across thesecond single central spine 132 of the rearward module 104 via therearward turn table 338, respectively. Consequently, the rearward module104 can be steered by the steering wheel 164 located within the steeringcab 166 shown in FIGS. 1 and 33 during turning maneuvers. It isemphasized that the payload 110 is typically suspended between theforward turn table 336 and the rearward turn table 338 and that theretypically are no dollies located underneath the load bearing means 106.However, when the payload 110 is excessively heavy, the separate andindependent caster suspension system 186 previously disclosed herein inFIG. 27 is employed in addition to the hydraulic suspension system 138as shown in FIG. 1.

The rear steering cab 166 is shown in FIGS. 1, 33 and 34 and is employedto enable a rear driver (not shown) to steer the rearward module 104. Inthe forward module 102, movement of the draw bar 114 in combination withthe variable length strut 146 and the power steering valve 148automatically controls which of the pairs of hydraulic cylinders 150receives the hydraulic fluid. In the rearward module 104, the automaticsteering feature is replaced with a driver (not shown) who occupies therear steering cab 166 to control and steer the rearward module 104.Instead of using a draw bar as in the forward module 102, the steeringwheel 164 located in the rear steering cab 166 positioned on the backend of the rearward module 104 as shown in FIG. 33 is utilized tocontrol the set of wheels 190 and axles 136 comprising the rearwarddollies 122 a, 122 b, 122 c shown in FIG. 1. The driver manuallyoperates the steering wheel 164 utilized to control the hydraulic fluiddirected to the front hydraulic cylinders 150 of the plurality ofrearward dollies 122 a, 122 b, 122 c. Manual operation of the steeringwheel 164 in the rear steering cab 166 controls the direction of thewheel sets 190 of the rearward dollies 122 in the rearward module 104.Thus, the rear steering cab 166 is employed to control and steer therearward module 104. It is noted that the steering control of therearward module 104 is independent of the steering control of theforward module 102. A rear view of the rear steering cab 166 is shown inFIG. 34 and includes dual compartments connected by a walkway 344bounded by a handrail 346.

Now referring again to FIG. 32, the procedure for removing the payload110 from the load bearing means 106 of the transport vehicle 100 will bedescribed. The payload 110 (shown in phantom) is supported on the lowersupport beams 328 and 330. In the preferred embodiment disclosed, thepayload 110 is ultra heavy and thus self-steering wheels sets 190 of thecaster suspension system 186 are positioned underneath the lower supportbeams 328 and 330 as shown in FIG. 1. In distinction, FIG. 29 shows thepayload 110 seated on the lower support beam 328 but wheels sets 190 ofthe caster suspension system 186 are not shown. In either situation, theprocedure is similar in that the wheels sets 190 of the castersuspension system 186 may remain in place or, in the alternative, areremoved. If the caster wheel sets 190 are removed, the payload 110continues to be supported by the forward carrying beam 126 and therearward carrying beam 128. Further, the caster wheel sets 190 areremoved, the two lower support beams 328 and 330 are then positionedonto support blocks (not shown). Thereafter, the sixteen threadedvertical support rods 334 are removed so that the weight of the payload110 is resting on the lower support beams 328 and 330. The existingcylindrical support stanchions 332 remain in position between (1) thelower support beam 328 and the forward carrying beam 126, and (2) thelower support beam 330 and the rearward carrying beam 128 as shown inFIG. 32. Thereafter, the pinch bolts (not shown) that hold the forwardcarrying beam 126 to the rearward carrying beam 128 are removed.

Next, the control handles 310 of the hydraulic control station 302 shownin FIG. 16 are operated so that both the forward module 102 and therearward module 104 are raised an equivalent amount. This causes theentire transport frame 124 to be raised. Next, a set of connection pins(not shown) located at the bottom of the forward carrying beam 126 andthe rearward carrying beam 128 are removed with a sledge hammer. Theelevated forward carrying beam 126 and rearward carrying beam 128 arenow disconnected and can be separated. Separation occurs by pulling theforward carrying beam 126 with the forward prime mover 112 away from therearward carrying beam 128 which can be pulled in the opposite directionwith the rearward prime movers 116. After, the forward carrying beam 126is separated from the rearward carrying beam 128, the payload 110remains positioned on the lower support beams 328 and 330. Next,separate bearing rollers (not shown) are positioned underneath thepayload 110 by preferably hydraulically jacking-up the payload 110 (asknown in the art) that the payload 110 can be rolled away to apredetermined destination.

Once the payload 110 has been removed, the forward carrying beam 126 andthe rearward carrying beam 128 are driven back together and reunited byreinstalling the connection pins. Thereafter, the hydraulic controlstation 302 is operated so that the forward module 102 and the rearwardmodule 104 are lowered to their original positions. The pinch bolts (notshown) which hold the forward carrying beam 126 and the rearwardcarrying beam 128 together are reinstalled. The sixteen vertical supportrods 334 are reinstalled so that the weight of the lower support beams328 and 330 is transferred to the forward carrying beam 126 and therearward carrying beam 128. By utilizing the threads formed on thesixteen vertical support rods 334 or by hydraulically raising theforward module 102 and the rearward module 104, the blocks originallypositioned underneath the lower support beams 328 and 330 can beremoved. The wheel sets 190 of the caster suspension system 186 can thenbe reinstalled, if desired. The transport vehicle 100 is now incondition to be driven back to the truck yard and parked until utilizedagain. It is emphasized that the transport vehicle 100 need not bedisassembled during the excursion between a work site and the truck yardor between a first work site and a second work site. Not disassemblingthe transport vehicle 100 on return trips from work sites is more timeefficient and cost efficient.

Finally, the rearward prime movers 116 are typically comprised of a pairof trucks or tractors which are utilized to urge the transport vehicle100 forward as is clearly shown in FIGS. 1 and 35. This is accomplishedby utilizing a pair of driver push rods 118 that extend from the frontof the rearward prime movers 116 to the back side of the rearward module104. Force applied by the rearward prime movers 116 to the back side ofthe rearward module 104 via the driver push rods 118 facilitates forwardmovement of the transport vehicle 100. The pushing force associated withthe driver push rods 118 in combination with the pulling force of thedraw bar 114 serve to initiate forward movement of the multi-axletransport vehicle 100. Likewise, the rearward prime movers 116 acting inconcert with the forward prime mover 112 as shown in FIG. 1 can serve toinitiate movement of the transport vehicle 100 in the reverse direction.

The present invention is generally directed to a dual lane, multi-axletransport vehicle 100 for use in moving heavy loads including a forwardmodule 102 mounted on a plurality of axles 136 and a rearward module 104also mounted on a plurality of axles 136. The axles 136 are arranged orconfigured in sets of two as forward dollies 120 and rearward dollies122. The forward module 102 is mechanically connected to the rearwardmodule 104 for providing a high speed, dual lane transport body 108. Theforward module 102 and the rearward module 104 of the transport body 108each have a single central spine 130 and 132, respectively, wherein eachof the forward dollies 120 and rearward dollies 122 are respectivelyattached to the corresponding single central spine 130, 132. The forwarddollies 120 and the rearward dollies 122 which are comprised of theaxles 136 in sets of two have an axle spacing of at least six feet. Ahydraulic suspension 138 is provided for dynamically stabilizing theaxles 136 for reducing axle yaw. An axle steering system 140 having aplurality of axle steering rods 142 controls the position of the axles136 comprising the forward dollies 120 and rearward dollies 122.

The present invention provides novel advantages and structural featuresover other multi-axle vehicles designed to transport heavy loads.Initially, (1) the present invention is a dual lane multi-axle transportvehicle 100 that includes parallel sets of axles 136 per dolly, (2) iscapable of traveling at 35 miles per hour “on-road” over public roadwayswhile carrying a full payload 110, (3) comprises “dual lane”construction which occupies two adjacent roadway lanes and exhibits awidth dimension of preferably 18′-to-20′, (4) designed to incorporateunitary construction between the forward module 102, rearward module 104and the load bearing means 106 as a single trailer unit, (5) is capableof moving in both forward and reverse directions, and (6) is typicallyfabricated from lightweight steel. Further, the transport vehicle 100 ofthe present invention preferably incorporates (7) a single central spineconstruction having a first single central spine 130 in the forwardmodule 102 and a second single central spine 132 in the rearward module104, (8) an axle separation of 9′0″ and an axle length of 7′0″ forlegally carrying maximum on-road weight limits, (9) an automatic powersteering system 144 for quickly controlling the direction of the axles136 of the front wheel sets 190 forming the forward dollies 120 andrearward dollies 122, (10) an all-axle steering system 140 includingside steering rods 142 for controlling the position of the axles 136,(11) a hydraulic suspension system 138 having dual arms 171, 172 incombination with dual fluid activated cylinders 169, 170 for dynamicallystabilizing the axles 136 and resisting axle yaw, (12) front and rearturn tables 336, 338 mounted on the forward module 102 and rearwardmodule 104, respectively, to provide point loading and steering control,and (13) a rear steering cab 166 for controlling and steering the rearaxles 162 of the rearward module 104. Finally, the transport vehicle 100can include (14) detachable connectors 134 for disassembling each of theforward dollies 120 and rearward dollies 122 from the correspondingsingle central spine 130, 132, respectively, while (15) disassembly ofthe dollies 120, 122 from the single central spines 130, 132 is notrequired for moving the transport vehicle 100 to another location, and(16) a self-steering caster suspension system for providing additionalsuspension support for ultra-heavy payloads 110.

While the present invention is described herein with reference toillustrative embodiments for particular applications, it should beunderstood that the invention is not limited thereto. Those havingordinary skill in the art and access to the teachings provided hereinwill recognize additional modifications, applications and embodimentswithin the scope thereof and additional fields in which the presentinvention would be of significant utility.

It is therefore intended by the appended claims to cover any and allsuch modifications, applications and embodiments within the scope of thepresent invention.

What is claimed is:
 1. A dual lane multi-axle transport vehiclecomprising: a module mounted on a plurality of axles whereinlongitudinally adjacent ones of said axles that are located on the leftside of the module are spaced apart from each other in a longitudinaldirection, as are longitudinally adjacent ones of said axles that arelocated on the right side of the module, wherein laterally adjacent onesof said axles being one on the left side of the module and one on theright side are positioned side by side and are spaced apart from eachother in a lateral direction so as to provide a dual lane transport bodythat is wide enough to occupy two lanes of a highway, the module havinga beam running longitudinally wherein said axles are each situatedrelative to said beam such that the beam is located inward from theinnermost wheels that would be mounted to laterally adjacent axles, aplurality of arms laterally extending from said beam, said axles beingcoupled to the beam through a single one of said arms, a hydraulicsuspension for stabilizing said axles, and an axle steering system forcontrolling the position of said axles.
 2. The dual lane multi-axletransport vehicle of claim 1, wherein the axle steering system enablesa) at least one pair of laterally adjacent front axles, located in afront half of the module and b) at least one pair of laterally adjacentrear axles, located in a rear half of the module, to rotate in oppositedirections when the module is turning.
 3. The dual lane multi-axletransport vehicle of claim 1 further comprising: a gooseneck and bedstructure; and a further module mounted on a plurality of axles whereinlongitudinally adjacent ones of said axles that are located on the leftside of the further module are spaced apart from each other in alongitudinal direction, as are longitudinally adjacent ones of saidaxles that are located on the right side of the further module, whereinlaterally adjacent ones of said axles being one on the left side of thefurther module and one on the right side are positioned side by side andare spaced apart from each other in a lateral direction so as to providea dual lane transport body that is wide enough to occupy two lanes of ahighway, the further module having a beam running longitudinally whereinsaid axles are each situated relative to said beam such that the beam islocated inward from the innermost wheels that would be mounted tolaterally adjacent axles, a plurality of arms laterally extending fromsaid beam, said axles being coupled to the beam through said arms, ahydraulic suspension for stabilizing said axles, and an axle steeringsystem for controlling the position of said axles, and wherein thegooseneck and bed structure connects the further module to said module.4. The dual lane multi-axle transport vehicle of claim 1 whereinlongitudinally adjacent ones of the axles of said module have an axlespacing of about nine feet.
 5. The dual lane multi-axle transportvehicle of claim 1, further comprising: a draw bar coupled to the moduleand to a prime mover, wherein when the prime mover moves along themiddle of two adjacent highway lanes the axles located on the left sideof the module move in the left lane and the axles located on the rightside of the module move in the right lane.
 6. The dual lane multi-axletransport vehicle of claim 5 further comprising: a gooseneck and bedstructure; and a further module mounted on a plurality of axles whereinlongitudinally adjacent ones of said axles that are located on the leftside of the further module are spaced apart from each other in alongitudinal direction, as are longitudinally adjacent ones of saidaxles that are located on the right side of the further module, whereinlaterally adjacent ones of said axles being one on the left side of thefurther module and one on the right side are positioned side by side andare spaced apart from each other in a lateral direction so as to providea dual lane transport body that is wide enough to occupy two lanes of ahighway, the further module having a beam running longitudinally whereinsaid axles are each situated relative to said beam such that the beam islocated inward from the innermost wheels that would be mounted tolaterally adjacent axles, a plurality of aims laterally extending fromsaid beam, said axles being coupled to the beam through said arms, ahydraulic suspension for stabilizing said axles, and an axle steeringsystem for controlling the position of said axles, and wherein thegooseneck and bed structure connects the further module to said module.7. The dual lane multi-axle transport vehicle of claim 1 furthercomprising a further module that is connected to said module, whereinthe further module is mounted on a plurality of axles whereinlongitudinally adjacent ones of said axles that are located on the leftside of the further module are spaced apart from each other in alongitudinal direction, as are longitudinally adjacent ones of saidaxles that are located on the right side of the further module, whereinlaterally adjacent ones of said axles being one on the left side of thefurther module and one on the right side are positioned side by side andare spaced apart from each other in a lateral direction so as to providea dual lane transport body that is wide enough to occupy two lanes of ahighway, the further module having a beam running longitudinally whereinsaid axles are each situated relative to said beam such that the beam islocated inward from the innermost wheels that would be mounted tolaterally adjacent axles, a plurality of arms laterally extending fromsaid beam, said axles being coupled to the beam through said arms, ahydraulic suspension for stabilizing said axles, and an axle steeringsystem for controlling the position of said axles.
 8. The dual lanemulti-axle transport vehicle of claim 1, wherein said axle steeringsystem comprises a left steering linkage that links the longitudinallyadjacent ones of said axles that are located on the left side of themodule, and a right steering linkage that links the longitudinallyadjacent ones of said axles that are located on the right side of themodule.
 9. A dual lane multi-axle transport vehicle comprising: a modulemounted on a plurality of axles wherein longitudinally adjacent ones ofsaid axles that are located on the left side of the module are spacedapart from each other in a longitudinal direction, as are longitudinallyadjacent ones of said axles that are located on the right side of themodule, wherein laterally adjacent ones of said axles being one on theleft side of the module and one on the right side are positioned side byside and are spaced apart from each other in a lateral direction so asto provide a dual lane transport body that is wide enough to occupy twolanes of a highway, and the module having a beam running longitudinallywherein said axles are each situated relative to said beam such that thebeam is located inward from the innermost wheels that would be mountedto laterally adjacent axles, a hydraulic suspension for stabilizing saidaxles, and an axle steering system for controlling the position of saidaxles.
 10. The dual lane multi-axle transport vehicle of claim 9,wherein longitudinally adjacent ones of the axles of said module have anaxle spacing of about nine feet.
 11. The dual lane multi-axle transportvehicle of claim 9, wherein said module has a plurality of aimslaterally extending from said beam, each of said axles being coupled tothe beam through a single one of said arms.
 12. A dual lane, multi-axletransport vehicle comprising: a forward module mounted on a plurality ofaxles wherein longitudinally adjacent ones of said axles that arelocated on the left side of the module are spaced apart from each otherin a longitudinal direction, as are longitudinally adjacent ones of saidaxles that are located on the right side of the module, and whereinlaterally adjacent ones of said axles being one on the left side of themodule and one on the right side are positioned side by side and arespaced apart from each other in a lateral direction so as to provide adual lane transport body that is wide enough to occupy two lanes of ahighway; a rearward module connected to the forward module and mountedon a plurality of axles wherein longitudinally adjacent ones of saidaxles that are located on the left side of the rearward module arespaced apart from each other in a longitudinal direction, as arelongitudinally adjacent ones of said axles that are located on the rightside of the rearward module, and wherein laterally adjacent ones of saidaxles being one on the left side of the rearward module and one on theright side are positioned side by side and are spaced apart from eachother in a lateral direction to provide a dual lane transport body thatis wide enough to occupy two lanes of a highway; said forward module andsaid rearward module each having a respective beam runninglongitudinally wherein said axles of said forward module and said axlesof said rearward module are each situated relative to said respectivebeam such that the respective beam is located inward from the innermostwheels that are mounted to laterally adjacent axles of the module; asuspension system coupled to said axles of the forward module and saidaxles of the rearward module; and a power steering system forcontrolling the position of said axles of said forward module and saidaxles of said rearward module.
 13. The multi-axle transport vehicle ofclaim 12 further comprising a tractor coupled to the forward module,wherein the tractor is to move in the middle of two adjacent highwaylanes while the axles located on the left side of the modules move inthe left lane and the axles located on the right side of the modulesmove in the right lane.
 14. The multi-axle transport vehicle of claim 12wherein said longitudinally adjacent axles of said forward module andsaid longitudinally adjacent axles of said rearward module each have anaxle spacing of about nine feet.
 15. The multi-axle transport vehicle ofclaim 12 wherein said dual lane transport body is about nineteen feet inwidth.
 16. The multi-axle transport vehicle of claim 12 wherein theforward and rearward modules as connected can travel on a highway atthirty-five miles per hour.
 17. A dual lane, multi-axle transportvehicle comprising: a forward module mounted on a plurality of axleswherein adjacent ones of said axles that are located on the left side ofthe module are spaced apart from each other in a longitudinal direction,as are adjacent ones of said axles that are located on the right side ofthe module, and wherein laterally adjacent ones of said axles being oneon the left side of the module and one on the right side are positionedside by side and are spaced apart from each other in a lateral directionso as to provide a dual lane transport body that is wide enough tooccupy two lanes of a highway; a rearward module connected to theforward module and being mounted on a plurality of axles whereinadjacent ones of said axles that are located on the left side of themodule are spaced apart from each other in a longitudinal direction, asare adjacent ones of said axles that are located on the right side ofthe module, and wherein laterally adjacent ones of said axles being oneon the left side of the module and one on the right side are positionedside by side and are spaced apart from each other in a lateral directionso as to provide a dual lane transport body that is wide enough tooccupy two lanes of a highway; said forward module being connected tosaid rearward module, said forward module and said reward module eachhaving a) a center beam, b) a plurality of arms connected to the centerbeam while spaced apart from each other longitudinally along the centerbeam, and extending laterally outward from the center beam to couplewith the axles of the module, and c) a suspension system for said axlesof the module; and a power steering system coupled to said axles of saidforward module and said axles of said rearward module.
 18. Themulti-axle transport vehicle of claim 17 further comprising a pluralityof axle beams, wherein each axle beam is connected to a respective oneof the arms, and wherein each axle beam has attached to it two of saidaxles to form a dolly and in a manner that allows the two axles to besteered.
 19. The multi-axle transport vehicle of claim 18 wherein eachof the arms comprises a plate and a pin, wherein the pin joins the plateto an axle beam of the dolly.
 20. A dual lane, multi-axle transportvehicle comprising: a forward module mounted on a plurality of axleswherein longitudinally adjacent ones of said axles that are located onthe left side of the module are spaced apart from each other in alongitudinal direction, as are longitudinally adjacent ones of saidaxles that are located on the right side of the module, and whereinlaterally adjacent ones of said axles being one on the left side of themodule and one on the right side are positioned side by side and arespaced apart from each other in a lateral direction so as to provide adual lane transport body that is wide enough to occupy two lanes of ahighway; a rearward module connected to the forward module and beingmounted on a plurality of axles wherein longitudinally adjacent ones ofsaid axles that are located on the left side of the module are spacedapart from each other in a longitudinal direction, as are longitudinallyadjacent ones of said axles that are located on the right side of themodule, and wherein laterally adjacent ones of said axles being one onthe left side of the module and one on the right side are positionedside by side and are spaced apart from each other in a lateral directionso as to provide a dual lane transport body that is wide enough tooccupy two lanes of a highway; a suspension comprising an articulatedarm having an upper portion attached to an upper portion of a fluidactivated cylinder, and a lower portion attached to an axle linkagemember and to a lower portion of the cylinder; and an axle steeringsystem having a plurality of steering rods for controlling the positionof said axles of said forward module and said axles of said rearwardmodule.
 21. The multi-axle transport vehicle of claim 20 wherein thesuspension comprises: a further articulated arm; and a further fluidactivated cylinder, wherein an upper portion of the further arm isattached to an upper portion of the further cylinder, and a lowerportion of the further arm is attached to an axle linkage member and toa lower portion of the further cylinder.